AW139 Accident Brasil

[voando]

Very, very sorry to report AW139 accident in Brasil confirmed by Petrobras. 2 crew 2 passengers missing. Reported hydraulic problem.

[Aser]

A helicopter was missing until the evening of Friday (19) in the Campos Basin, off the coast of Macae, in the northern region of Rio de Janeiro. In a statement, Petrobras said the aircraft, which provided service to the state, autotização asked for an emergency landing at the airport in Macae. Also according to Petrobras, as the helicopter arrived at the airport, was triggered emergency plan of the Campos Basin, which has already displaced boats for hunting. The FAB (Brazilian Air Force) said the aircraft made a forced landing in water.
The helicopter had two crew and two passengers. Still no word on the whereabouts of the group. The Navy deployed a helicopter and a plane to make searches.
The FAB also informed that the accident occurred at 17:15 this Friday. According to FAB, the helicopter took off from the P65 platform in the Campos Basin in the direction of Macaé. The distance between the platform and Macaé airport is 105 km.
Google Traductor (http://translate.google.es/translate?js=n&prev=_t&hl=es&ie=UTF-8&layout=2&eotf=1&sl=pt&tl=en&u=http%3A%2F%2Fnoticias.r7.com%2Frio-de-janeiro%2Fnoticias%2Fhelicoptero-da-petrobras-desaparece-em-macae-apos-anunciar-pouso-de-emergencia-20110819.html&act=url)

sad news... :(

[malabo]

Yet another ADELT that didn't work as advertised. Why do we install these anyway? Have they ever worked? Sat tracking would have been more help.

[HLCPTR]

Do you know a CPI (the Agusta term for ADELT) was installed or are you speculating?

[tistisnot]

HLCPTR: think you will find CPI is HR Smith´s terminology for their ADELT .... which happens to be fitted to the 139, as well as other aircraft .....

[Aser]

My condolences to family and friends :(

Google Traductor (http://translate.google.es/translate?hl=es&sl=pt&tl=en&u=http%3A%2F%2Fwww1.folha.uol.com.br%2Fcotidiano%2F962570-fab-busca-helicoptero-no-rio-sindicato-quer-novo-aeroporto.shtml)
A helicopter with two crew and two passengers disappeared on the afternoon of Friday in the region of the Campos Basin in Rio de Janeiro. According to the FAB (Brazilian Air Force), the helicopter took off at 17:15 of the P-65 Petrobras, with the direction of Macaé. However, declared an emergency to the control tower of Macaé and made a forced landing in the Atlantic Ocean, about 100 km off the coast of Rio de Janeiro.
The aircraft model AW-139 Augusta, prefix PR-SEK, is the Senior Taxi Aereo. According to the NF-Sindipetro (Union Oil of North Fluminense), a passenger aboard the helicopter is an employee of another company and Brasiltest Engevix.
The union says that the crew spoke to aa command tower of the airport at 16h49 asking for authorization for an emergency landing and made no further contact. He also says that rescue boats were contracted by Petrobras way there, but had difficulties to reach due to stormy seas.
FAB mobilized a plane and a helicopter to carry out searches. A ship and a Navy helicopter also assist in the operation.
According to Petrobras, the helicopter has requested authorization for an emergency landing at the airport in Macae, but not arrived.
The company says that triggered the Emergency Plan in the Campos Basin and also went searching for the boats.
The search for the helicopter was closed on Friday and should be resumed tomorrow.
The oil-workers union said that "the disappearance of the aircraft comes amid a series of complaints made by the board of Sindipetro-NF, which for years has been warning about the direction of Petrobras air chaos that affects workers in the Campos Basin."
The organization advocates building a new airport in the field to meet the growing demand on site.
In response to the union, Petrobras said it "adopts strict security standards and requires that companies that serve it, including the air transport industry."
According to a spokesperson for Petrobras, "the security of air transportation service company is deemed to be the world's best offshore operations." The company added that it operates, since last year, also flights from the new airport in Cabo Frio, and Macaé and Farol de São Tomé and that its helicopter fleet has an average age of three years.

[lvgra]

Malabo: they do found the wreckage site: it is the persons that are missing...

[Captain 139]

No one knows as of yet what happen on this latest event, the 139 is a great machine. We should be prudent and wait for the report.

[S.M.S]

the 139 is a great machine

:rolleyes::rolleyes::eek::rolleyes::rolleyes:

[9Aplus]

:confused:
Just, suppose you never := ride one.....

[voando]

PK-SEK in Rio de Janeirohttp://i1121.photobucket.com/albums/l506/voando/helbrz265xxx.jpg

[Aser]

Petrobras

Helicopter with three bodies found on the seabed

According to the state they were located to 99 meters deep and 100 km from the coast

Petrobras said in the late afternoon on Saturday that he found three bodies - still unidentified - and the helicopter had disappeared the previous day. According to the state they were located on the seabed at 99 m depth and 100 km from the coast.

The aircraft took off on Friday P-65 platform in Campos Basin, and requested permission for an emergency landing in the Macae Airport. The Emergency Plan Petrobras' Campos Basin was triggered as soon as the control tower lost contact with the helicopter at about 17h, the state said. In all, six aircraft, two Air Force (FAB), participated in the search operation. Sixteen boats also performed research, four of them equipped with underwater robots.

In a statement released in the early afternoon, Petrobras has recommended that all remain in the soil Agusta AW 139 helicopters - the same model of aircraft that had disappeared. Directors of state scheduled a meeting with representatives of the manufacturer of the helicopter, which will come from Italy.

They were passengers in the helicopter Ricardo Leal de Oliveira, assistant coach Engevix planning company, and John Carlos Pereira da Silva, technical inspection of the company Brasitest, Rommel beyond the pilot and copilot Oliveira Garcia Haytzann Lauro Pinto, the Senior Air Taxi.
Google Traductor (http://translate.google.es/translate?js=n&prev=_t&hl=es&ie=UTF-8&layout=2&eotf=1&sl=pt&tl=en&u=http%3A%2F%2Fveja.abril.com.br%2Fnoticia%2Fbrasil%2Fencont rados-helicoptero-com-tres-corpos-no-fundo-do-mar&act=url)

[Captain 139]

:ugh:This crazie, we don't know hat happen yet.

[cayuse365]

R.I.P. my condolences to family and friends.

[RVDT]

Back side of the power curve?

[gomex]

My condolence to the families of the decease. I know the pilots flying out of Macea' are a very close knit group of professionals. I hope ANAC can reconstruct what happen.

[212man]

I don't know if anybody can actually read the original news reports (rather than the google translations) but I'm curious about the emergency call. Did they actually mean that they wanted an emergency landing at Macea - as implied - or was it simply a Mayday call that got mistranslated? It's hard to think that something so serious that caused them to crash 5km from departure would have prompted them to continue to Macea - another 100km?

[Outwest]

212man,

I have heard from another source that actually they reported that they were ditching.....not confirmed.

[212man]

Sounds more plausible - kind of what I surmised from the translation!

[North & South]

Both information are correct: the first call, just after they level off at 3500ft, they report an emergency to Macae Control and asked for ground support at Macae Airport.
The controller asked him what type of emergency and he just said : HYDRAULIC
After that he keep talking at the company’s radio frequency and the situation deteriorated very quickly…he keep saying that the acft was not flyable and we could hear the panic and the screaming at the background as he did keep the PTT pressed at the very last second. Very traumatic for the ones witch makes part of that...

[212man]

N&S I'm truly sorry to hear that, and my sympathies to you and your colleagues.

[patatas]

The news in Brazil have just reported they found all 4 bodies... the captain Rommel have been working in off-shore for over 20 years and he survived another accident years ago.

Total of 386 AW 139 aircraft in the world now.

As N&S mentioned, they reported hydraulic failure first and then ditching afterwords...

Photos: AgustaWestland AW-139 Aircraft Pictures | Airliners.net (http://www.airliners.net/photo/Senior-Taxi-A%C3%A9reo/AgustaWestland-AW-139/1270844/&sid=ae8a20c71b498cc0a9cc59a448d52859)

Very said news, especially now that the off-shore industry is increasing operations in Brazil

[North & South]

Thank you for your words 212 man.

I am also flying the AW139 for Petrobras but for a different company other than Senior.
I 100% agree with HLCPTR that we must keep an open mind and let the helicopter (CVR and data recorder) tell us what happened.
Another uncomfortable but necessary information that must be consider is that Senior Taxi Aereo is facing a very difficult time because they are short in staff – mainly maintenance. About 20 engineer/mechanics resigned in a very near past and the ones left are double shifting and reporting to be exhausted.

PR-SEK was grounded because of vibration out of limits (HUMS) for three days and went back to line just three days (inclusive) before the accident.

The positive news is that Petrobras grounded all AW139 under their contract until they are fully convinced about the helicopter safety. Agusta Westland sent over some specialists to make part of the investigation. The first meeting took place last Saturday and as soon as I have any further news I will keep you PPrune guys posted.

[led]

PR-SEK: Helicopter found by ROV's with tailboom, but without TGB, somebody in a close rig saw the helicopter in fast fall...

[Dexus]

PR-SEK: Helicopter found by ROV's with tailboom, but without TGB, somebody in a close rig saw the helicopter in fast fall...
How did you know? Any pics

[North & South]

All 18 Brazilian-registered AgustaWestland AW139s have been temporarily grounded as a precautionary measure, following a 19 August fatal accident.
The incident involved AW139, registration PR-SEK, flown by Brazilian offshore operator Senior Taxi Aéreo. It was performing a routine flight with two crew members and two passengers between Macaé airport and the Petrobrás P-65 oil rig, located 57nm (105km) from the Brazilian coast, and onward to Rio de Janeiro's Jacarepaguá airport when it crashed, shortly after departing the rig at 16:48 local time.
At 16:48 the aircraft's crew declared an emergency, indicating the helicopter had experienced a hydraulic systems failure. They stated their intention to return to P-65 for an emergency landing. However, the helicopter failed to complete the journey and ditched into the sea.
A combined Brazilian air force and navy rescue effort located the helicopter on 20 August, submerged at a depth of 99m and some 54nm west of the coast. There were no survivors.
The Brazilian navy and Petrobrás are jointly retrieving the aircraft. The Centro de Investigação e Prevenção de Acidentes Aeronáuticos (CENIPA), Brazil's aircraft accident investigation board, will ship the engines, gearboxes and other items to the Departamento de Ciência e Tecnologia Aeroespacial's laboratories at São José dos Campos for analysi,s with the assistance of representatives from AgustaWestland and engine supplier Pratt & Whitney Canada.
Immediately after the accident, Petrobrás asked Brazilian regulator Agéncia Nacional d'Avição Civil (ANAC) to issue a temporary grounding order for the type. ANAC granted the request, which affects 18 airframes divided between Senior Taxi Aéreo, OMNI Taxi Aéreo and Aeróleo Taxi Aéreo, all of which provide offshore services to Petrobrás and other oil companies.

[aegir]

AW139s temporarily grounded in Brazil following crash (http://www.flightglobal.com/articles/2011/08/23/361144/aw139s-temporarily-grounded-in-brazil-following-crash.html)

[led]

Ok, my apologies for the inappropriate information. In this case let's wait. The helicopter will be lifted in a few days.

[parnaiocas]

This information is not right. Just the AW-139 that flys to Petrobrás are grounded in Brazil. The other contracts are flying normally.

[cayuse365]

Rumor has it that AW will ground any 139 that has T/R blades with more than 600 hrs.

[rfou812]

Anyone out the know how the wreckage recovery efforts are going?:sad:

[dinofootball]

my regards to the families and friends

it is too bad that brasil does not want to allow expats to work here until the shortage of pilots and mechanics is no longer an issue

[S.M.S]

Im sure they will find the T/R detach !!!!!!:ugh::ugh:

[cayuse365]

When I was doing my intial Senor Taxi had about a dozen very young R-22 pilots doing the training to become FO's.

Agusta letter just out confirms that T/R is detached from the rest of the airframe, with an explaination of how the hydraulics are suppose to work.
Also a mandatory inspection of the T/R blades.

Anyone still believe that the Hong Kong accident was a bird strike?

[AW139AGUSTA]

AgustaWestland will never informed AW139 Customers and Operators of any follow‐on information that may emerge.Customers should stop dealing with the company until the find the result of crashes.

[parnaiocas]

Call around, and there was a meeting yesterday of all such information. I'm not in Italy, i live, work and pilot an AW-139 in Rio de Janeiro. And i lost 2 big friends. Best Regards

[Marcos Felipe]

http://www.agustawestland.com/system/files/139-265.pdf

[North & South]

Dear AgustaAW139
As far as I am concern, this meeting actually took place and the information given by the Agustawestland test pilot was ipsis literis as mentioned by parnaiocas.
Even though the acft still remains at the see bed (due to the bad weather) , they have the ROVs image recorder data and issued the BT as you can see above.

Agustawestland just cannot afford to have another event while wait for the full report before disclose it.

[malabo]

North South, "ipsis literis"? Is that Portuguese or Latin? One t or two? Had to google it myself, but good to know that the pilot community strives for a higher cultural standard.

To Savoia's simplistic matrix, this would then fall into a mechanical problem as opposed to a pilot error problem. But in true HFACS fashion, you could compare the positive outcome of the similar Hong Kong mechanical failure to the negative one here and determine why the difference. Were the pilots exposed to two different training regimes -one of which improved the outcome of a technical fault? That would be an organizational issue.

[North & South]

Hey Malabo, happy to see that you goggle it….it is Latin, but widely used in English though….such as so many expressions we use in a daily basis: am, pm, per se, e.g.., etc. and….etc.:)

[voando]

Malabo - show me your program of training for the seperation of tail rotor at high height and consequent c of g change, as opposed to loss of tail rotor drive? Perhaps that indicates a diference?

[S.M.S]

what about the ELT ??? is it failed to activate too :confused:

[frog07]

Parnaiocas,

Your assumption is just pretestuos, since not even 30 AW139 out of 400 have been manufactured in US.

[parnaiocas]

Of course, it's just curiosity, but only for information as there are now flying 23 AW 62 short nose and long nose totaling 85 manufactured in the USA.

[nightskywalker]

Parnaiocas,

well done for the AW139 analysis, simply because few non-AW users knows about S/N logic for this particular rotorcraft line.

However,

if you had investigated a little bit more, you would know that:

- (new) fuselages are not manufactured separately, but they are rawly prepared in Poland and reworked in an Italian facility, while (new) blades are completely manufactured in Italy - while repair stations are located around the world.

- both in Vergiate and in Philadelphia final arrangements and test-flights are performed. If you look at the no. of helos released from Vergiate and Philly, you will notice that we are absolutely not around 50%/50%, but 80%/20%.

Therefore, in case of a mechanical/structural failure, assessing the historical data, I'd rather not look only at where the helicopter has been passed through a completion centre, but the whole history of a certain S/N and the components subject of a failure.

The first investigation criteria is to face the incident/accident scenario without pre-concepts, cleaning our mind from any possible mis-concept: in case of dynamic failure of a component, a manufacturer has to patch it, and patch it quickly,

but the stressing factors of an accident are multiple and have to be deeply assessed.

Providing uncomplete or misleading data creates only white noise.

[parnaiocas]

Thanks for your explanation Nightskywalker,

For the third time i repeat: It was just curiosity.

However, today left the Security Recomendation made ​​by CENIPA, aeronautical authority of investigation and prevention of accidents in Brazil about crash AW-139 PR-SEK and what is in it certainly is not just white noise.

Contained in the report that the SEK lost paddle TR and box of the TR was found away from the ANV. CENIPA asks the European position on which the approval of that helicopter.

How do I do to insert a pdf file here?? Is it possible?

[nightskywalker]

I suppose that you can fill here the hyperlink.

Regarding HK, the TGB detachment could be consistent with an out-of-balance Tail Rotor due to the water impact, and in case of TR Blade detachment, it has never been declared that the one subject of failure is due to - despite debonding discrepancies which are subject of the Mandatory SB on them introducing a conservative preventive maintenance requirement,

Regarding TR Blades, it is necessary to assess if the failure has been occurred dynamically or statically: in HK the reason could be an out-of-balance condition for a bird strike, while in Qatar the TRB failure with the consequent TGB detachment could have been caused by a not removed rigging tool.

Regarding HK accident, please check the HK CAD interim statement:

http://www.cad.gov.hk/reports/Interim%20Statement%20-%20AW139%20B-MHJ_e%20.pdf

I absolutely don't want to defend AW139 from its debonding topics - I consider the TR Blades debonding a quality concern which AW should have already assessed in the past and with a reasonable time of resolution -

but as per my experience in aviation, frequently a suspicious accident driver is discovered, during the investigation assessment, a accident-driven failure (i.e. b MR/TR Blades breakage/major debonding consistent to a catastrophic unbalance of a rotor for external factors).

In other words, the smoking gun results only a component damaged or failed due to the energy released by the accident conditions.

The CVDR and HUMS data will contribute to clarify what sadly happened in Brasil to our Senior colleagues.

[prehar]

nightskywalker

If you read the HongKong CAA report you'll find that nowhere do they suggest that the White Tail rotor blade broke on impact with the water .
What it does imply in the report is the TR imbalance might have caused the tail pylon strike which would be in the air and not post water impact.
Also , if one sees the Gulf Helicopter ground incident (2nd one) , it appears that one TR blade has broken away causing similar damage .
That AW had issued ADs to inspect the TR blade for cracks in the past and now again on blades of much lesser hours puts the needle of suspicion on the TR manufacture and quality control !!
AW has to act fast and correctly this time else its really going to hurt both its credibility and its market share !!

[aegir]

from nightskywalker
in HK the reason could be an out-of-balance condition for a bird strike,and none in HK report speack about bird strike! It was an initial supposition made by Agusta, that was completely rejected by aviation operators and by the inspection on the wreckage.

[Runway101]

The bird strike theory was not by Agusta initially, it was brought up by speculators in the HK press and by fellow ppruners (because there are birds in the HK harbour). Then it was conveniently taken over by Agusta as official response.

If my memory serves me right, the HK press made a video animation within hours to show how everything happened, including the bird flying in to the tail :ugh:

[nightskywalker]

Aegir, Prehar, Runaway101,

I have not saying that HK accident has surely occurred due to a bird strike which has subsequently caused an unbalance of tail rotor,

I would like to stress anyway that a bonding failure of a blade can be - as occurred in many accidents in the pasts on helos - a consequence of a severe unbalance of a rotor which may lead to the accidents that we have seen so far (i.e. bird strike, water impact, maintenance poor quality, and so on).

It is more than fair to raise an Alert Mandatory SB/authority AD on such blades, simply because they are critical components of an helicopter and it is unacceptable to have such debondings on the fork:

however, in neither of the 3 accidents in subject there is any proof of a TRB failure as leading cause of the event - CAD report doesn't state that ("investigation is ongoing"), Qatari accident has not reported any evidence of this kind and the Brazil one is too recent for determining any preliminary cause.

Prehar, just a further comment for your (fair) observation: regarding the failure mode, I agree that it is the same, but we have to segregate the way how a component fails from the cause (static, dynamic failure) that has provoked.
I sustain your last point on which a manufactured should react quickly not only (...) for presumed accident causes, but also for quality concerns. If I were the owner and the maintainer of an AW139, I would simply not accept to fly being aware that TR Blades debonds in that area.

[aegir]

If my memory serves me right, the HK press made a video animation within hours to show how everything happened, including the bird flying in to the tail :ugh:I remember the video...very funny the bird...
I'm trying to find the video...

[patatas]

Hello guys,

Following is the report issued yesterday the 29th by CENIPA as mentioned by parnaiocas above...

The link is for the original pdf file where we can see 3 pictures of the blades and the tail rotor. Below is the pdf file converted into txt so you can google the traductor (I found it easier that way so there is no miss interpretation from my side...)

Hope it helps...


http://www.abraphe.org.br/wp-content/uploads/2011/08/PR-SEK-Relat%C3%B3rio-de-Seguran%C3%A7a-de-Voo.pdf

COMANDO DA AERONÁUTICA
CENTRO DE INVESTIGACAO E PREVENCAO
DE ACIDENTES AERONÁUTICOS
RECOMENDACÓES DE SEGURANCA DE VOO
OCORRENCIA: ACIDENTE AERONÁUTICO
MATRíCULA: PR·5EK
MODELO AW-139
DATA 19 AGO 2011
..... - ACIDENTE AERONÁUTICO
SIPA~~
DATA: 19 AGO 2011 MATRÍCULA: PR-5EK 1. 1. LOCAL: Oceano Atliintico - Sacia MODELO: AW-139 Petrolífera de Campos - RJ
TIPO: OUTROS TIPOS OPERADOR: Senior Táxi Aéreo
COllforme a Lei 11" 7.565, de 19 de dezembro de 1986, Artigo 86, compete ao Sistema de
IlIvestigaráo e Prevenráo de Acidentes Aeronáuticos - SIPAER - planejar, orielltar, coordenar,
controlar e executar as atividades de investigaráo e de preven~áo de acidentes aeronáuticos.
A presente Recomendaráo de Seguranra de Voo (RSV) é o estabelecimento de uma aráo
que a Autoridade Aeronáutica 011 Elo-SIPAER emite para o seu ámbito de atllaráo, visando
eliminar ou mitigar o risco de uma Condiráo Latellte ou da conseqüellcia de uma Fallla Ativa.
Sob a ótica do SIPAER, tem o caráter essencial para a Seguranra de Voo, referindo-se a
um perigo especifico e develldo ser cumprida num determillado prazo.
A elahoraráo dessa RSV foi cOllduzida sem recorrer a qualquer procedimento de prova
para apuraráo de respolIsabilidade civil ou criminal; cOlIsequelltemente o uso que se fara dessa
recomellda~áo para qualquer propósito que lIáo o de prevellráo de futuros acidentes, poderá
illduzir a illterpretaroes e conclusoes errolleas.
1- FUNDAMENTACÁO
No dia 19 AGO 2011, o helicóptero de matricula PR-SEK decolou da plataforma
petrolífera P-65 com destino a Macaé, RJ. Cuando cruzava aproximadamente 1800 ft
durante a subida, declarou emergencia ao Controle de Aproxima~áo de Macaé (APP-ME)
e. em seguida, informou que estava com pane no sistema hidráulíco primário e
secundário.
A aeronave colidiu com o mar aproximadamente ás 19:48 UTC. O helicóptero
sofreu danos graves e os seus quatro ocupantes sofreram les6es fatais.
A investiga~áo está em andamento. Verificou-se que, em maio de 2011, a Agusta
Itália emitiu um boletim (8T 139-251, de 06 de maio de 2011) referente a inspe~6es em
duas áreas (BLADE ROOr e FORK) do punho de fixa~áo das pás do rotor de cauda (para
verifica~áo de sinais de trincas e descolamento do material composto).
A parte 1 do referido boletim estabeleceu que todas as pás com mais de 600 horas
(inclusive aquelas com mais de 1200 horas). a partir daquela data, deveriam ser
inspecionadas externamente a cada 25 horas de voo.
A parte 2 do referido 8T determinou que todas as pás com mais de 1200 horas
(totais) deveriam ser removidas para inspe~áo nas duas áreas do punho de fixa~áo. sendo
que aquelas que apresentassem evidencias de trincas ou descolamento deveriam ser
enviadas para reparo junto ao fabricante e substituidas por pás novas ou recondicionadas.
A parte 2 também estabeleceu que o procedimento dessa tarefa deveria ser
repetido a cada 600 horas após a última inspe~áo da pá.
A parte 3 do BT 139-251 estabeleceu que as pás estocadas no suprimento, com
mais de 600 horas totais, por já estarem removidas, deveriam ser submetidas a todos os
procedimentos da parte 2.
A aeronave PR-SEK foi adquirida diretamente do fabricante (nova) em 2007.
A pá SN Q 1018 foi o primeiro destro~o da aeronave na linha de proje~ao da
trajetória de voo, sendo encontrada a 240 metros do conjunto do rotor de cauda.
A referida pá sofreu ruptura entre a BLADE ROOT e o FORK, áreas estabelecidas
para inspe~ao estabelecida no BT 139 - 251, estando o restante da pe~a intacta.
O conjunto do rotor de cauda, segundo destro~o encontrado na Iinha de proje~ao da
trajetória de voo, foi encontrado a 560 metros da fuselagem.
As duas Iinhas dos sistemas hidráulicos 1 e 2 alimentam o conjunto do rotor de
cauda.
Urna separa~ao do conjunto do rotor de cauda da fuselagem implica no rompimento
das duas linhas hidráulicas, com alarmes visuais no painel, perda total do sistema 1 e
perda de 78 % do fluido hidráulico do sistema 2, quando urna válvula fecha a linha para o
rotor de cauda.
Com apenas 22% do fluido hidráulico, o sistema 2 alimenta apenas o rotor principal,
cuja atua~ao dos comandos fica deteriorada.
A fuselagem foi encontrada com danos severos em toda a parte dianteira e na
lateral direita.
O cone de cauda estava integro, afixado á fuselagem, sem o conjunto do rotor de
cauda.
No dia 17/08/2011, houve um acidente com esse modelo de aeronave, na China,
com evidencias de quebra de pá do rotor de cauda, seguida da separa~ao do conjunto do
rotor de cauda da fuselagem.
Os registros de manuten~ao da Senior Táxi Aéreo, verificados até este momento da
investiga~ao, demonstraram que todos os servi~os de manuten~ao da aeronave estavam
de acordo com o manual de manuten~ao do fabricante.
Os registros de manuten~ao demonstraram que a Senior Táxi Aéreo inspecionou
todas as pás das aeronaves de sua frota no dia 09/05/2011, aplicando os procedimentos
da parte 2 do BT 139-251 (retirada da pá e inspe~ao completa).
Nas referidas inspe~oes, urna pá com aproximadamente 1150 horas apresentou
trincas e duas pás com mais de 2000 horas nao apresentaram problemas.
Após as inspe~oes de todas as pás, a Senior Táxi Aéreo, de maneira conservativa,
vinha realizando as inspe~oes estabelecidas na parte 1 do BT 139-251 a cada intervalo
dos voos, enquanto que a parte 1 orientava para urna inspe~ao a cada 25 horas de voo.
A pá SN Q 1018, foi enviada para a Senior Táxi Aéreo em 10/01/2010, com 589,9
horas totais, após revisao na Agusta, na Itália.
Os servi~os realizados na revisao na Agusta Itália eliminaram corrosao e trincas
localizadas no punho de fixa~ao da pá, mas em áreas distintas dos pontos de ruptura. O
FORM 8130-3 AGU -2010-50674, datado de 09 de julho de 2010, detalha os servi~os de
reparos realizados nas regioes próximas á nervura da raiz da pá SN Q 1018 e também na
regiao do FORK da pá.
2
if'
Depois de instalada em outra aeronave da empresa, a pá SN Q 1018 foi removida e
instalada na aeronave PR-SEK, em 22104/2011, com 1280 horas totais.
A referida pá foi retirada em Sao Tomé e cumpriu a tarefa prevista na parte 2 do BT
139-251 no dia 09/05/2011, na Senior Jacarepaguá, na presenlfa e com supervisao de
representante da Agusta, com aproximadamente 1300 horas totais, quando nao foram
encontradas anormalidades.
Até o acidente, a referida pá passou por diversas inspelfoes diárias nos intervalos
dos voos, cumprindo os procedimentos de inspelfao visual estabelecidos na parte 1 do BT
139-251.
No acidente, a pá SN Q 1018 havia completado aproximadamente 290 horas após
a inspelf30 realizada no dia 09/05/2011, na Senior Jacarepaguá, faltando ainda
aproximadamente 310 horas para a próxima inspelf30 de 600 horas, estabelecida na parte
2 do BT 139-251.
A Agusta emitiu, em 25 AGO 2011, o Boletim Técnico n° 139-265, de caráter
mandatório. Na parte 1 do referido boletim, o fabricante determinou que, em até 25 horas
de voo a partir do recebimento do boletim e a cada 25 horas de voo a partir do seu
cumprimento, todas as pás sofressem inspelf30 visual externa.
Na parte 2, o fabricante determinou que, em até 5 horas de voo ou 30 dias a partir
do recebimento do boletim, o que ocorrer primeiro, todas as pás com mais de 600 horas
de voo ou mais de 1500 pousos, o que ocorrer primeiro, devem ser removidas e colocadas
em quarentena.
A European Aviation Safety Agency (EASA) emitiu, em 25 AGO 2011, a Diretriz de
Aeronavegabilidade de Emergencia (Emergency Airworthiness Directive) AD n° 20110156-
E, estabelecendo o cumprimento mandatório do Boletim Técnico n° 139-265.
Exames visuais realizados no conjunto do rotor de cauda indicaram o rompimento
da pá SN Q 1018 (fotos n01 e 2) na regiao da sua fixalfao e a ruptura do olhal do "Iead-Iag
damper assembly" (foto n03) correspondente a essa pá. Nao foram observadas marcas ou
danos na referida pá, que pudessem indicar que ela tenha sofrido algum impacto, que
pudesse ter colaborado para o seu arrancamento.
Foto n01: Aspecto geral da pá arrancada.
3
Foto n02: Aspecto da ruptura ocorrida, lado da pá,
Foto n03: Aspecto da fratura do olhal do "Iead-Iag damper assembly', A deforma~ao
sofrida indica um esfor~o de arrancamento longitudinal ao amortecedor.
A análise visual preliminar realizada indica que a ruptura ocorrida na regiao de
fixa~ao da pá SN Q 1018 ocorreu por um esfor~o longitudinal ao corpo da pá (radial em
rela~ao a sua rota~ao),
11 - RECOMENDACÓES DE SEGURANCA DE VOO
AANAC, recomenda-se:
RSV (A) 1B1 12011 - CENIPA Emitida em 25 108 12011
1) Tendo em vista a emissao do Boletim Técnico n° 139-265 pela Agusta, a
emissao da Diretriz de Aeronavegabilidade de Emergencia AD n° 2011-0156-E pela
EASA, os reportes de dificuldades em servi~o e os fatos conhecidos até o presente
momento em rela~ao as pás do rotor de cauda do helicóptero modelo AW139, avaliar junto
a Autoridade Primária de Certifica~ao (EASA) se as medidas mitigadoras adotadas sao
4
suficientes para assegurar um controle adequado das falhas nas referidas pás e permitem
que a aeronave seja operada no Brasil em conformidade com os requisitos de cerlificayao
de tipo aplicáveis.
111. DIVULGACAO
• ANAC
Brasilia, .¿5 I O íJ I 2011 .
Aprovo estas Recomendayoes de Seguranya de Voo
Chefe CENIPA

[flyingboa]

Patatas,

thank you very much. As my Portuguese is not that good, can somebody please confirm that the blade had almost 1.600 FH?
Thanks

[North & South]

Flyingboa, that is correct.

[S.M.S]

R.I.P :uhoh:

[Outwest]

Can one of our Portuguese speaking pilots translate this? I used Google, but as usual it is not easy to follow.

I'm confused on the time line of the events.
If Google has not lead me astray it looks like as they were climbing thru 1800ft they reported a hydraulic problem and asked for an emergency landing in Macae. Then stated that they were returning to the rig. There is mention of loss of both #1 and #2 hyd systems. There is also a mention of the shut-off valve being activated at 22% oil level (#2 sys)

OK, so if the tail rotor blade separated and a second later the whole TRG departs, I can see the hyd lines being severed and loss of all oil from #1 and all but 22% of #2.

But if this was the case, I can't imagine the crew reporting a hyd problem and asking to land another 50 miles away.

Finding the blade only 500 meters from the TRG seems strange as well, if again the TRG departing caused the loss of oil.

So, what came first, the hyd fluid loss or the blade departing?

[The Sultan]

Out

Face it shucked a blade. The pictures show it. It is probable that one tang of the blade failed, took out the hydraulics due to vibration, and then failed completely later resulting in the ride down.

The evidence is conclusive and I think someone should relook at Malaysia. The pictures I saw clearly show one blade failed like Brazil. The opposite blade shows strike damage. So, how the f do the other two blades (opposite of each other) showed no substantial damage? Could the cause be an exact precursor to Brazil, except they were over a runway?

The Sultan

[Outwest]

I don't deny it threw a blade. Just trying to figure out when. If the blade came partly off the vibration would be horrendous, and again, the crew would not be reporting a hyd problem and looking for a landing 50 miles away......something does not add up.

Malaysia was not caused by a TR blade.....

[Epiphany]

Sultan, there is quite enough misinformation here already without adding to it. As Outwest says the Malaysia accident was caused by incompetence - not a TR failure.

[nightskywalker]

Aegir, if you are able to find it, very well, otherwise yours are only spam messages...:hmm:

And, if it exists a tape on HK accident, we have carefully to analyze it, without alledging uncontrolled point of views.

[nightskywalker]

Outwest, Sultan,

besides confirming that Weststar accident has been caused by an hard landing as consequence of a take off with a helo weight > MTOW,

the failure mode of AW139 blades are well known so far -

what we are unable to check right now if this failure mode is a consequence of a previous event - high vibrations due to an impact? Hydraulic failure? etc.

CVDR will support the root cause investigation.

[Aser]

Cairns EMQ helicopter grounded - ABC News (Australian Broadcasting Corporation) (http://www.abc.net.au/news/2011-09-09/cairns-emq-helicopter-grounded/2878386)

The Cairns helicopter was allowed to fly again last week, before it was grounded again yesterday.

[granny 00]

Does anybody know if there is already some company equipped with aw139 resuming flying after tail rotor blades change?

[Mark Six]

I believe CHC in Australia have a couple of machines flying EMS. They were grounded for a short while but now flying again.

[noooby]

I hear there are quite a few CHC 139's flying again, but still many waiting for new blades. Even some military style blades (low viz paint) have been delivered to civilian customers to get them flying as quickly as possible!

[parnaiocas]

In Brasil just the helicopters that fly to Petrobrás contracts are grounded. OMNI has contracts with REPSOL and is flying, Aeróleo has contracts with OGX and is flying too. Last week i was in Vergiatte - Italy doing the Flight simulator and i saw a lot of AW's flying normally.

[Helicap]

Helo Parnaiocas,

You was recently in Italy ?? Regarding the AW139 bonded tail and T/R, what are the Agusta engineers comments ?

Are them concerned about that parts bonded method? What they think about Agusta composite production process?

My question is due they have certificated that T/R blades for 6 thousand hours but will have to inspect that at each 300 hours ?? Doesn't make sense !:ugh:

[Dexus]

Regarding the TR blade issue, I got the information that blades had been made using an interlaced fixture though, AW has been improving/modifying this fixture to fix the issue.

Anybody else got the same information?

[HueyDog]

ARAMCO is getting some of its 139s back in the air as TR blades are trickling in. I think four are back in the air so far.

[caaeasa]

Did they recover the helicopter?

[BladeSpin]

In the hope of only gathering information, and not increasing speculation.

Is there one that can state with certainty, the status of the PCM's hydraulic levels, after the Sky Shuttle incident. I find no reference to this.

[AW139 Driver]

Can anybody confirm if any AW139 canceling their orders. I have heard that Gulf Helicopters has canceled their yet to be delivered 5 AW139 which was ordered sometime last year!

[9Aplus]

:cool: Let's be serious... even here...
Who is going to confirm that?! :E

[Chopperlover]

From a buddy that used to work at ERA, he said their 139's are back in the air...

:ok:

[allwornout]

ADA had one 139 leased to Brazil at the time. That same aircraft had a hydraulics lock up in Abu Dhabi that was never reported to DGCA. The collective would not go up or down for :10. Coincidence?

[Jimmy.]

http://sistema.cenipa.aer.mil.br/cenipa/paginas/relatorios/rf/pt/RF_A-546CENIPA2015_PR-SEK_.pdf

Still looking for an English version. If I find it I'll update this post.

[Accidental Pilot]

Still looking for an English version. If I find it I'll update this post.

CENIPA page has a bad link. I can't post the url (not enough posts) but if you replace the last part of the link above with the text below, you'll get it:

relatorios/rf/en/RF_A-546CENIPA2015_PR-SEK_-_English_Final.pdf

[ApolloHeli]

CENIPA page has a bad link. I can't post the url (not enough posts) but if you replace the last part of the link above with the text below, you'll get it:

relatorios/rf/en/RF_A-546CENIPA2015_PR-SEK_-_English_Final.pdf

Here's the English Link http://sistema.cenipa.aer.mil.br/cenipa/paginas/relatorios/rf/en/RF_A-546CENIPA2015_PR-SEK_-_English_Final.pdf

[212man]

CENIPA page has a bad link. I can't post the url (not enough posts) but if you replace the last part of the link above with the text below, you'll get it:

relatorios/rf/en/RF_A-546CENIPA2015_PR-SEK_-_English_Final.pdf
I was not aware until reading this that the No 2 TRSOV failed leading to total loss of hydraulics. Such a tragedy after seeing great skill by the pilot - he recovered from a 120 degree left bank, to a stablised, wings level, zero yaw autorotation, up until the point he lost control when the TRSOV opened and dumped the No 2 hydraulic fluid!

[gulliBell]

Yeah. Very bad luck. Manufacturing fault in one tail rotor blade. Internal electrical fault in the TRSOV. No hydraulics, no hope.

[Jimmy.]

I was not aware until reading this that the No 2 TRSOV failed leading to total loss of hydraulics. Such a tragedy after seeing great skill by the pilot - he recovered from a 120 degree left bank, to a stablised, wings level, zero yaw autorotation, up until the point he lost control when the TRSOV opened and dumped the No 2 hydraulic fluid!

All that in just a few seconds...

The captain's previous accident mentioned was due an inflight fire on a Bell 412. The fire reached the cabin, passengers started to unlock their seatbelts and move towards the cockpit. He was able to ditch it in such a confusion and with burns on the neck, shoulders and arm. Great pilot.