Helicopter Safety

[Islander Jock]

Need a bit of feedback and advice from you RW pros.

I have been working in the offshore oil and gas industry for a few years now in safety training and especially as a HLO and HUET instructor. It's pretty standard teaching all over that we only approach or depart the helicopter, when rotors are turning, from the 9 and 3 o'clock positions. Obviously the fwd rotor tilt on S76 and possibly AS365 make any approach from the front extremely hazardous.

However during some unrelated training I undertook recently, the advice given was that you could approach anywhere in the arc of 9 thru 3 o'clock. The importance being that the pilot can see you.

My guess is that the differing advice is relating to different types ie wheeled or skid undercarriage. I remember from my military days with UH1H it was always from 10 and 2 o'clock (maybe to give the side gunners a clear shot if necessary?:cool:

So guys, what's your advice on this one? Especially for the Bell drivers. Are you happy for someone to approach from the front or always from the sides?

Thanks in advance.

IJ

[Hummingfrog]

Always approach a single rotor helicopter from the 2-3 oclock or 9-10 oclock position.

The 10-2 oclock arc can be very dangerous.
A S76 will take your head off and has.
A AS365 may take your head off and has.
A AS332 may take your head off if it is gusty or the a/c is starting up/shutting down

I have seen the blades of a 365 bend to within 2ft of the deck on shutdown.


Be safe offshore

HF

[212man]

I agree with HF. The point to bear in mind is not whether it is safe for a particular type, but that it may become habitual and then when operating with a different type you may take the bad habits with you.

For the B212 there should not be a problem if running at normal rpm (never approach ANY helicopter during start or shutdown) but if you get used to walking in from the 11 o'clock position and then a 76 arrives you will have a short lived career.

[Islander Jock]

HF, 212,

Thanks guys. Exactly my thoughts particularly wrt standardising procedures regardless of type. I think a lot of the old safety material floating around was perhaps from the days before the widespread use of S76, 365 and similar types.

Offshore, even down here in Angola, everyone is pretty good. I've not witnessed any what I would consider dangerous acts. However it was back in Oz where I received this potentially dangerous advice.

9 and 3 are the only routes I or anyone I am controlling will use to and from ANY helo.

[NickLappos]

Islander,

That is good advice, I agree fully.

Also, I think it is mandatory that the pilot use cyclic to assure that the disk is level with the deck prior to any activity near the helo. The incidents cited by Hummingfrog were as much caused by crew errors in not leveling the disk as they were by entry angles. It is the double protection that will assure passenger safety, as no single method should be trusted.

For the S-76 family, the rotor plane is 10 feet above the deck when the disk is leveled, a number that is virtually impossible for most people to jump up and touch (unless they are NBA stars). If the cyclic is pushed forward, the deck clearance can be tiny, of course.

[SASless]

A related issue for the 76 head lopping events had to do with pilots either doing paperwork or otherwise being distracted from the serious business going on around them.

[IHL]

The PIC is always responsible but that doesn't matter much if your the one that is killed by the rotor blades.

Passengers have to take ownership for their own safety and pay attention to briefings .

I have seen many passengers approaching the A/C with there heads down looking at their feet. It is a dangerous environment which requires attention and awareness.

If those unfortunate souls which have been killed, had their heads up and eyes open they may still be here.

[helmet fire]

Lowest common denominator training is always the best thing, and for helicopter entry and exit, regardless of type, that training should simply be:

NO ENTRY or EXIT permitted without a thumbs from a member of the operating crew.

Crewmen and non flying pilots are trained not to give such permission until they have positively checked with the flying pilot. In this way, the operating crew always have positive control over the pax, and regardless of type, the crew can indicate the prefered entry and exit directions, and the flying pilot is kept aware of the fact that live cargo are involved.

[Tony Chambers]

I agree training is the key issue for all passengers and ground staff. Some passengers may get over excited about the thought of flying and forget about the safety points mentioned during the briefing, so secondly, trained staff escorting passengers to and from the a/c should be available. the 9 oclock 3 oclock approach is becoming known in the military and the 10-2 position is fading out. As for standardising training in the uk, standardised and qualified training for ground staff both onshore and offshore is now available through a city and guilds qualification together with an HSE passport scheme.

[Old Man Rotor]

1, Yes the 9 and 3 are the only pathways that we use, and have for the last few years.

2, Why do people look down?

3, Why do people want to run?

4, Sasless, I think you will find the pitching rolling decks was also an influence.

[Grainger]

OMR;

Sadly, I think Hollywood has something to do with #'s 2 and 3.