GOM - yet another ditching
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Ditching in GOM
Any information on this report?
IDENTIFICATION
Regis#: 22347 Make/Model: B12 Description: 212, 412, TWIN TWO-TWELVE, GRIFFON, ARAP
Date: 08/19/2004 Time: 1202
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: BOOTHVILLE State: LA Country: US
DESCRIPTION
PILOT CALLED MAYDAY AT 1202Z AND LANDED ON WATER IN THE GULF OF MEXICO. NO
DAMAGE REPORTED, CREW AND PASSENGERS ARE IN A RAFT AND NO INJURIES ARE
REPORTED. GULF OF MEXICO, BOOTHVILLE, LA
INJURY DATA Total Fatal: 0
# Crew: 2 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 7 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: NOT REPORTED
OTHER DATA
Activity: Business Phase: Unknown Operation: Air Taxi (On Demand)
Departed: BOOTHVILLE, LA Dep Date: 08/19/2004 Dep. Time:
Destination: VIOSCA KNOLL989 Flt Plan: UNK Wx Briefing: Y
Last Radio Cont: PHI COMM CENTER
Last Clearance: UNKN
FAA FSDO: BATON ROUGE, LA (SW03) Entry date: 08/20/2004
IDENTIFICATION
Regis#: 22347 Make/Model: B12 Description: 212, 412, TWIN TWO-TWELVE, GRIFFON, ARAP
Date: 08/19/2004 Time: 1202
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: BOOTHVILLE State: LA Country: US
DESCRIPTION
PILOT CALLED MAYDAY AT 1202Z AND LANDED ON WATER IN THE GULF OF MEXICO. NO
DAMAGE REPORTED, CREW AND PASSENGERS ARE IN A RAFT AND NO INJURIES ARE
REPORTED. GULF OF MEXICO, BOOTHVILLE, LA
INJURY DATA Total Fatal: 0
# Crew: 2 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 7 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: NOT REPORTED
OTHER DATA
Activity: Business Phase: Unknown Operation: Air Taxi (On Demand)
Departed: BOOTHVILLE, LA Dep Date: 08/19/2004 Dep. Time:
Destination: VIOSCA KNOLL989 Flt Plan: UNK Wx Briefing: Y
Last Radio Cont: PHI COMM CENTER
Last Clearance: UNKN
FAA FSDO: BATON ROUGE, LA (SW03) Entry date: 08/20/2004
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This is what I hear this morning, that a PHI Bell 412 after takeoff from an offshore platform, had an emergency, pilot elected to land on water. Pilots and passengers were rescue. Rumor is the aircraft sank.
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While I'm not at liberty to discuss details until the information is published by an official source, suffice it to say this was more than a precautionary landing.
The pilots did a superb job of recovering from a dire emergency, using their training and experience to make a safe landing on the water.
(Landing on the water - Is that an oxymoron?)
-Stan-
The pilots did a superb job of recovering from a dire emergency, using their training and experience to make a safe landing on the water.
(Landing on the water - Is that an oxymoron?)
-Stan-
Kudo's to the crew for getting it down safe!
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Is there some legal/regulatory/philosophical reason why the accepted terminology cannot be used - the aircraft ditched.
How can an aircraft be considered to have landed on the water without a tail rotor? As was the case with Puma G-TIGK, I never cease to be amazed at the skill of pilots who control and safely emerge from a failure that cannot truly be simulated or practiced.
If one were to examine the causes of all failures in offshore operations between 1995 and 2003 it can be seen that 31% of the total are technically related and 45% of those are tail rotor failures.
Whilst it is true that these reported tail rotor failures include those which have a pilot influence - both directly and indirectly - it is considered that a significant number could have been prevented with the use of Vibration Monitoring Systems.
Systems which are capable of monitoring the tail rotor and drive components are now available and will, in the near future, be fitted to a number of aircraft operating in the GOM (Bell are working on an in-house implementation).
It would be progress indeed if monitoring could have an impact upon one of the significant causes of accidents.
How can an aircraft be considered to have landed on the water without a tail rotor? As was the case with Puma G-TIGK, I never cease to be amazed at the skill of pilots who control and safely emerge from a failure that cannot truly be simulated or practiced.
If one were to examine the causes of all failures in offshore operations between 1995 and 2003 it can be seen that 31% of the total are technically related and 45% of those are tail rotor failures.
Whilst it is true that these reported tail rotor failures include those which have a pilot influence - both directly and indirectly - it is considered that a significant number could have been prevented with the use of Vibration Monitoring Systems.
Systems which are capable of monitoring the tail rotor and drive components are now available and will, in the near future, be fitted to a number of aircraft operating in the GOM (Bell are working on an in-house implementation).
It would be progress indeed if monitoring could have an impact upon one of the significant causes of accidents.
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The flight crew did an excellent job in making a safe water landing following the in in-flight emergency. There were no injuries to the passengers or crew.
The aircraft did not sink, but it had inverted before it could be placed on a recovery boat.
The aircraft did not sink, but it had inverted before it could be placed on a recovery boat.
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IMHO the phrase "landing" assumes the ability to take off again, preferably unassisted. Anything else I consider ditching (airframe intact) or crashing (airframe compromised).
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NTSB Identification: FTW04IA217
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Incident occurred Thursday, August 19, 2004 in South Pass 65, GM
Aircraft: Bell 412, registration: N22347
Injuries: 9 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 19, 2004, approximately 0705 central daylight time, a Bell 412 twin-engine helicopter, N22347, sustained minor damage during a forced landing following a loss of tail rotor control near South Pass 65, an offshore platform located in the Gulf of Mexico. The helicopter was registered to and operated Petroleum Helicopters Inc. (PHI), of Lafayette, Louisiana. The commercial pilot, airline transport pilot, and 7 passengers were not injured. Visual meteorological conditions prevailed, and a company visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations Part 135 on-demand air taxi flight. The cross-country flight originated from Boothville, Louisiana, at 0635, destined for Viosca Knoll 989.
The 11,750-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that while in cruise flight he heard a loud bang followed by an uncontrolled 30-degree yaw to the right and a 15-20 degree "nose tuck." The pilot stated that he attempted to correct the situation by lowering the collective and "trimming the yaw with the pedals;" however, the helicopter failed to respond to his inputs. Subsequently, the pilot reduced power and initiated an autorotation. Prior to water touchdown, the pilot successfully deployed the emergency floats. At an altitude approximately 10 feet above the water, the pilot "pulled pitch" until the helicopter settled onto the water. Both pilots and their passengers evacuated the helicopter to an inflatable life raft.
The helicopter was recovered from the water and transported by truck to the PHI facilities near Lafayette, Louisiana. Examination of the helicopter was conducted by personnel from the Federal Aviation Administration (FAA), PHI, and Bell Helicopters. The tail rotor blade assembly and a section of the 90-degree tail rotor gearbox were separated.
The cockpit voice recorder (CVR) was removed from the wreckage, and forwarded to the NTSB laboratories in Washington, D.C., for review.
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Incident occurred Thursday, August 19, 2004 in South Pass 65, GM
Aircraft: Bell 412, registration: N22347
Injuries: 9 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 19, 2004, approximately 0705 central daylight time, a Bell 412 twin-engine helicopter, N22347, sustained minor damage during a forced landing following a loss of tail rotor control near South Pass 65, an offshore platform located in the Gulf of Mexico. The helicopter was registered to and operated Petroleum Helicopters Inc. (PHI), of Lafayette, Louisiana. The commercial pilot, airline transport pilot, and 7 passengers were not injured. Visual meteorological conditions prevailed, and a company visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations Part 135 on-demand air taxi flight. The cross-country flight originated from Boothville, Louisiana, at 0635, destined for Viosca Knoll 989.
The 11,750-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that while in cruise flight he heard a loud bang followed by an uncontrolled 30-degree yaw to the right and a 15-20 degree "nose tuck." The pilot stated that he attempted to correct the situation by lowering the collective and "trimming the yaw with the pedals;" however, the helicopter failed to respond to his inputs. Subsequently, the pilot reduced power and initiated an autorotation. Prior to water touchdown, the pilot successfully deployed the emergency floats. At an altitude approximately 10 feet above the water, the pilot "pulled pitch" until the helicopter settled onto the water. Both pilots and their passengers evacuated the helicopter to an inflatable life raft.
The helicopter was recovered from the water and transported by truck to the PHI facilities near Lafayette, Louisiana. Examination of the helicopter was conducted by personnel from the Federal Aviation Administration (FAA), PHI, and Bell Helicopters. The tail rotor blade assembly and a section of the 90-degree tail rotor gearbox were separated.
The cockpit voice recorder (CVR) was removed from the wreckage, and forwarded to the NTSB laboratories in Washington, D.C., for review.
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Ditching in GOM
************************************************************ ********************
** Report created 9/30/2004 Record 1 **
************************************************************ ********************
IDENTIFICATION
Regis#: 34CA Make/Model: B206 Description: BELL 206B HELICOPTER
Date: 09/29/2004 Time: 1300
Event Type: Accident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: GULFPORT State: MS Country: US
DESCRIPTION
N34CA, A BELL 206L HELICOPTER, CRASHED INTO THE GULF OF MEXICO, NO INJURIES
REPORTED TO THE FOUR PERSONS ON BOARD, ACFT WAS SUBMERGED, APPROXIMATELY
60 MILES SOUTH OF GULFPORT, MS
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 3 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: NOT REPORTED
OTHER DATA
Activity: Unknown Phase: Unknown Operation: General Aviation
Departed: UNK Dep Date: Dep. Time:
Destination: UNK Flt Plan: UNK Wx Briefing: U
Last Radio Cont: UNK
Last Clearance: UNK
FAA FSDO: BATON ROUGE, LA (SW03) Entry date: 09/30/2004
** Report created 9/30/2004 Record 1 **
************************************************************ ********************
IDENTIFICATION
Regis#: 34CA Make/Model: B206 Description: BELL 206B HELICOPTER
Date: 09/29/2004 Time: 1300
Event Type: Accident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: GULFPORT State: MS Country: US
DESCRIPTION
N34CA, A BELL 206L HELICOPTER, CRASHED INTO THE GULF OF MEXICO, NO INJURIES
REPORTED TO THE FOUR PERSONS ON BOARD, ACFT WAS SUBMERGED, APPROXIMATELY
60 MILES SOUTH OF GULFPORT, MS
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 3 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: NOT REPORTED
OTHER DATA
Activity: Unknown Phase: Unknown Operation: General Aviation
Departed: UNK Dep Date: Dep. Time:
Destination: UNK Flt Plan: UNK Wx Briefing: U
Last Radio Cont: UNK
Last Clearance: UNK
FAA FSDO: BATON ROUGE, LA (SW03) Entry date: 09/30/2004
: N34CA
Aircraft Serial Number : 45089
Aircraft Manufacturer : BELL
Model : 206L
Engine Manufacturer : ALLISON
Model : 250-C20 SER
Aircraft Year : 1977
Owner Name : PANTHER HELICOPTERS INC
Owner Address : 2017 ENGINEERS RD
BELLE CHASSE, LA, 70037-3118
Type of Owner : Corporation
Registration Date : 28-Jan-1997
Airworthiness Certificate Type : Standard
Approved Operations : Normal
Aircraft Serial Number : 45089
Aircraft Manufacturer : BELL
Model : 206L
Engine Manufacturer : ALLISON
Model : 250-C20 SER
Aircraft Year : 1977
Owner Name : PANTHER HELICOPTERS INC
Owner Address : 2017 ENGINEERS RD
BELLE CHASSE, LA, 70037-3118
Type of Owner : Corporation
Registration Date : 28-Jan-1997
Airworthiness Certificate Type : Standard
Approved Operations : Normal
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From the NTSB web site:
NTSB Identification: MIA04LA132
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Wednesday, September 29, 2004 in Gulf of Mexico
Aircraft: Bell 206L, registration: N34CA
Injuries: 3 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On September 29, 2004, about 0800 central daylight time, a Bell 206L helicopter, N34CA, registered to and operated by Panther Helicopters Inc., as a Title 14 CFR part 135 on demand air taxi flight, ditched into the Gulf of Mexico. Visual meteorological conditions prevailed, and a company visual flight rules flight plan was filed. The airline transport-rated pilot and two passengers were not injured, and the helicopter sank in the Gulf of Mexico, and is presumed to have incurred substantial damage. The flight originated in Belle Chasse, Louisiana, the same day, about 0700.
The Director of Maintenance for Panther Helicopters Inc., stated that the hour-long flight from Belle Chasse, Louisiana to Viosca Knoll, oil platform No. VK817, had initially been uneventful. He further stated, that during the approach to land on the oil platform, while on short final, as the pilot pulled collective to slow the rate of descent there was a power decrease, and the pilot glanced at the gauges and noticed that N2 and Nr had fallen to 90 percent. He said that the helicopter was about 150 feet above the surface of the water, at that time, and was not positioned to land on the platform, so the pilot lowered the collective to maintain rotor rpm, and ditched the helicopter in the Gulf of Mexico. The helicopter was equipped with flotation gear, but it was not deployed. The pilot and passengers exited the helicopter and were rescued by a nearby boat, and the helicopter sank in about 700 feet of water.
NTSB Identification: MIA04LA132
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Wednesday, September 29, 2004 in Gulf of Mexico
Aircraft: Bell 206L, registration: N34CA
Injuries: 3 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On September 29, 2004, about 0800 central daylight time, a Bell 206L helicopter, N34CA, registered to and operated by Panther Helicopters Inc., as a Title 14 CFR part 135 on demand air taxi flight, ditched into the Gulf of Mexico. Visual meteorological conditions prevailed, and a company visual flight rules flight plan was filed. The airline transport-rated pilot and two passengers were not injured, and the helicopter sank in the Gulf of Mexico, and is presumed to have incurred substantial damage. The flight originated in Belle Chasse, Louisiana, the same day, about 0700.
The Director of Maintenance for Panther Helicopters Inc., stated that the hour-long flight from Belle Chasse, Louisiana to Viosca Knoll, oil platform No. VK817, had initially been uneventful. He further stated, that during the approach to land on the oil platform, while on short final, as the pilot pulled collective to slow the rate of descent there was a power decrease, and the pilot glanced at the gauges and noticed that N2 and Nr had fallen to 90 percent. He said that the helicopter was about 150 feet above the surface of the water, at that time, and was not positioned to land on the platform, so the pilot lowered the collective to maintain rotor rpm, and ditched the helicopter in the Gulf of Mexico. The helicopter was equipped with flotation gear, but it was not deployed. The pilot and passengers exited the helicopter and were rescued by a nearby boat, and the helicopter sank in about 700 feet of water.
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Is there a de-facto news blackout? Or is it that we are becoming inured to such events - remember a similar lack of discussion on the B412 tail rotor failure last month. The only posts so far on this thread have been factual.
Nothing will be solved by not being open about such issues!
Nothing will be solved by not being open about such issues!
How many discussions do we need about the results of flying single engined aircraft over vast amounts of salt water. If the engine ceases to cooperate....you go swimming unless you are very lucky.
I could suggest topics that would be fun to debate....such as is there an approach profile that would allow for a successful low power or autorotative landing on a oilrig helideck? Or, should single engine aircraft have saltwater activated float switches thus allowing for an automatic inflation of the floats should the pilot forget to punch the button or pull the lever or hit the water inadvertently? Or, should Northsea offshore safety standards not be applied worldwide? Or, suggest the costs of applying Northsea standards is cost prohibitive and would only drive up the cost of petrol(gasoline for you Rednecks) and lost lives are cheaper to pay for rather than the safety improvements?
The Gulf Of Mexico offshore oil industry is a joke. The US Government's(particularly the FAA) oversight of the industry there is certainly a joke. The helicopter industry standards in the GOM are a joke. No one is laughing beyond some folks with very nice cash bonuses and stock options.
But what is the use....anything said here about the situation is wasted. The pilots in the GOM cannot see beyond their noses and gladly accept the situation as well as shoddy treatment by the operators.
I could suggest topics that would be fun to debate....such as is there an approach profile that would allow for a successful low power or autorotative landing on a oilrig helideck? Or, should single engine aircraft have saltwater activated float switches thus allowing for an automatic inflation of the floats should the pilot forget to punch the button or pull the lever or hit the water inadvertently? Or, should Northsea offshore safety standards not be applied worldwide? Or, suggest the costs of applying Northsea standards is cost prohibitive and would only drive up the cost of petrol(gasoline for you Rednecks) and lost lives are cheaper to pay for rather than the safety improvements?
The Gulf Of Mexico offshore oil industry is a joke. The US Government's(particularly the FAA) oversight of the industry there is certainly a joke. The helicopter industry standards in the GOM are a joke. No one is laughing beyond some folks with very nice cash bonuses and stock options.
But what is the use....anything said here about the situation is wasted. The pilots in the GOM cannot see beyond their noses and gladly accept the situation as well as shoddy treatment by the operators.
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SASless,
Thanks ever so much for your insightful analysis of helicopter operations and those of us who fly for a living in the Gulf of Mexico. Thanks also for your concern about our vision.
Single engine operations automatically entail a certain degree of additional risk, however, the reliability of todays turbine engines makes the risk acceptable under certain conditions. If your primary objection to the way we do things in the GoM is based on our extensive use of single-engine machines, then I submit your concern is misplaced.
There are a number of initiatives in progress which will enhance safety in the long run, not the least of which is acquisition of new, more capable aircraft.
There have been significant improvements made over the past five years, with more to come. Things are changing, though perhaps not rapidly enough to suit you.
-Stan-
Thanks ever so much for your insightful analysis of helicopter operations and those of us who fly for a living in the Gulf of Mexico. Thanks also for your concern about our vision.
Single engine operations automatically entail a certain degree of additional risk, however, the reliability of todays turbine engines makes the risk acceptable under certain conditions. If your primary objection to the way we do things in the GoM is based on our extensive use of single-engine machines, then I submit your concern is misplaced.
There are a number of initiatives in progress which will enhance safety in the long run, not the least of which is acquisition of new, more capable aircraft.
There have been significant improvements made over the past five years, with more to come. Things are changing, though perhaps not rapidly enough to suit you.
-Stan-
"Just a pilot"
SASless, et al:
Two engines do not mean twice as safe. Been there, done that, and generally available stats confirm my opinion. The added complexity comes with a price and magnifies poor pilot training and errors in general.
I can't think of anything I'd rather do less than an autorotation to a platform or a rig- especially a rig! I'll go the water every time- just as was done a dozen times in every annual training. I miss that big flat unobstructed surface every flight I make these days.
My experience in the GOM was that the safety culture was more scientific, realistic, and universally applied than anywhere else I've been in 36 years. The military takes a distant second, and most civilian operators aren't even in the same league.
The GOM has a lot of traffic. I've done hundred takeoffs in a day, and that wasn't unusual. The GOM also has a lot of single engine VFR, and incidents make thrilling copy. Don't mistake the media for the real world.
Two engines do not mean twice as safe. Been there, done that, and generally available stats confirm my opinion. The added complexity comes with a price and magnifies poor pilot training and errors in general.
I can't think of anything I'd rather do less than an autorotation to a platform or a rig- especially a rig! I'll go the water every time- just as was done a dozen times in every annual training. I miss that big flat unobstructed surface every flight I make these days.
My experience in the GOM was that the safety culture was more scientific, realistic, and universally applied than anywhere else I've been in 36 years. The military takes a distant second, and most civilian operators aren't even in the same league.
The GOM has a lot of traffic. I've done hundred takeoffs in a day, and that wasn't unusual. The GOM also has a lot of single engine VFR, and incidents make thrilling copy. Don't mistake the media for the real world.
