Perhaps the procedure should be similar to that in a non commercial transport flight i.e. that the operator is required to submit a report. If that had been the case and the operator had adapted procedures to prevent a recurrence all the AAIB would have had to do would be to read, discuss and if satisfied accept the report.
They did....
Information Source: Aircraft Accident Report Form submitted by the
pilot
I do understand how wrong deck landings can occur in particular circumstances, but I'm having a hard time reconciling some aspects of this one including:
- 180 degrees in the wrong direction
- Half the sector length
- A jack up rig helideck versus a platform!
Both pilots had their Navigation Displays (ND) selected to ‘sector’, as normal when operating
offshore, resulting in the Buzzard waypoint being outside the 40° arc displayed either side
of the helicopter’s heading
Well, there's a clue then.....
The commander would have preferred
to have been the Pilot Monitoring (PM) for this short multi-sector route: operating the radio,
completing the associated payload information and navigating in this busy, high workload
offshore environment.
High workload? I think that's stretching it a bit. What's to stop him taking control on finals? In multi sector environments like the SNS, Nigeria Eket field, or Brunei there are often multiple control handovers required.
Edit:
There's another one in the same bulletin - much more understandable:
https://assets.publishing.service.go...CHBY_06-16.pdf