Aser,
Whilst you are correct in stating that there is a proposal to phase out 121.5 by 2009 in the US, you might have noted that the use of 406 MHz has been
the ICAO Standard since 2005
ICAO Annex 10 Volume II
5.1.4 From 1 January 2005, emergency locator transmitters shall operate on 406 MHz and 121.5 MHz simultaneously.
It is more than likely that the EPIRB was transmitting on this frequency - as are all the ELTs of the newer helicopter types that have recently been introduced to the GOM. It is not clear why the EPIRB transmissions were not picked up by the satellite (or picked up
and noted). It could be that the absence of compliance with this ICAO Standard in the US means that there is less than wholesale commitment to the system.
One of the important elements of 406 MHz was the introduction of verification; each individual ELT has to be registered with a contact number - the firing of the beacon should have resulted in an immediate call to the registered owner which should have triggered the emergency response. The location of the beacon would have been recorded which should have shortened the search phase.
There is another disturbing element of the accident which has not been discussed so far: having given the deck clear call, why didn't the HLO raise the alarm when the helicopter wasn't with him within a couple of minutes.
Perhaps the the recommendations from this accident should be focused on the safety management systems of operator and oil company. The resulting lessons might impact more on the organisational aspect of both.
JAR-OPS 3.940 Composition of Flight Crew
...
(4) Procedures are established, acceptable to the Authority, to prevent the crewing together of inexperienced flight crew members; (See AMC OPS 3.940(a)(4))
AMC OPS 3.940(a)(4)
Crewing of inexperienced flight crew members
See JAR-OPS 3.940(a)(4)
1 An operator should consider that when two flight crew members are required, a flight crew member, following completion of a Type Rating or command course, and the associated line flying under supervision, is inexperienced until either:
a. He has achieved 50 flight hours on the type and/or in the role within a period of 60 days; or
b. He has achieved 100 flight hours on the type and/or in the role (no time limit).
2 A lesser number of flight hours, on the type and/or in the role, may be acceptable to the Authority when:
a. A new operator is commencing operations; or
b. An operator introduces a new helicopter type; or
c. Flight crew members have previously completed a type conversion course with the same operator (re-conversion); and
d. Subject to any other conditions which the Authority may impose.