What is the circle on a helideck for?
Clearly the dangers of manoeuvring on the helideck (as discussed in this thread) are still underestimated.
The statement about the 'height of the helideck skirting' is not really understood. Aren't the regulations about the height of any object on/surrounding the helideck being observed? It was matter of extensive debate in the ICAO heliport working group, where the US were lobbying for a reduction (in Volume II).
Jim
NTSB Identification: CEN11CA232
14 CFR Part 91: General Aviation
Accident occurred Thursday, March 17, 2011 in Gulf of Mexico, LA
Aircraft: BELL 230, registration: N974RH
Injuries: 1 Uninjured.
The pilot was asked to reposition the helicopter on the helideck to make room for a helicopter that was coming in to land. He performed a walk around inspection of the area, and was aware of the location and height of the helideck safety skirting. During the repositioning landing, the pilot felt a high frequency vibration and the helicopter began to shudder. After the accident, a piece of tail rotor skin was found lodged in the skirting. The tailrotor had impacted the skirting. Substantial damage occurred to the helicopter's tailboom. The pilot reported that there were no mechanical malfunctions with the helicopter in reference to the accident flight.
The statement about the 'height of the helideck skirting' is not really understood. Aren't the regulations about the height of any object on/surrounding the helideck being observed? It was matter of extensive debate in the ICAO heliport working group, where the US were lobbying for a reduction (in Volume II).
Jim
NTSB Identification: CEN11CA232
14 CFR Part 91: General Aviation
Accident occurred Thursday, March 17, 2011 in Gulf of Mexico, LA
Aircraft: BELL 230, registration: N974RH
Injuries: 1 Uninjured.
The pilot was asked to reposition the helicopter on the helideck to make room for a helicopter that was coming in to land. He performed a walk around inspection of the area, and was aware of the location and height of the helideck safety skirting. During the repositioning landing, the pilot felt a high frequency vibration and the helicopter began to shudder. After the accident, a piece of tail rotor skin was found lodged in the skirting. The tailrotor had impacted the skirting. Substantial damage occurred to the helicopter's tailboom. The pilot reported that there were no mechanical malfunctions with the helicopter in reference to the accident flight.
In that NTSB example it was partly self-inflicted. 230 with only a pilot on board will hover extremely tail low, might even bounce off the stinger - with the pilot usually praying that the stinger is keeping the tail-rotor from hitting something. Other NTSB reports have the stinger slipping into the gap between the net stanchions and causing a tailrotor strike SEA95LA068. I once came back with the 222 stinger looking like the toe on an Aladdin slipper, but it saved the T/R.
Tough to write regulations that account for helicopters both with intermediate gearboxes and without, but thanks for trying, Jim.
I've reviewed the paper and one comment I can make is that the industry has to put more effort ( ie training and checking) into ensuring the pilots understand markings in the first place.
Tough to write regulations that account for helicopters both with intermediate gearboxes and without, but thanks for trying, Jim.
I've reviewed the paper and one comment I can make is that the industry has to put more effort ( ie training and checking) into ensuring the pilots understand markings in the first place.
Last edited by malabo; 25th Apr 2011 at 19:22.
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There are still angled fences in the GOM that are rather high and have not been changed in decades, especially on platforms that would be contracted to that company. The bottomfeeders won't spend the money to have it corrected, nor the money to simply maintain the platforms in an acceptable condition. Current profits trump absolutely everything else out there.
I see that the draft revised FAA Heliport Design Advisory Circular - AC 150/5390-2C - is out for comment; it now includes use of the TD/PM circle, for accuracy in positioning the helicopter.
Interestingly, there is an objection to use of the touchdown positioning marker (or touchdown positioning circle - why change the name?) by Rex Alexander - president of the National EMS Pilots Association (NEMSPA) - stating that whilst it may work at ground level, it might not be so useful on a rooftop pad. Not sure I understand the logic of the argument as it will provide accurate placing, and access for loading should not be adversely effected.
For information and arguments for use of the TDPM(C), see the paper previously pointed to in an earlier post:
http://www.helidecks.org/download%20...r%20V1%209.pdf
Jim
Interestingly, there is an objection to use of the touchdown positioning marker (or touchdown positioning circle - why change the name?) by Rex Alexander - president of the National EMS Pilots Association (NEMSPA) - stating that whilst it may work at ground level, it might not be so useful on a rooftop pad. Not sure I understand the logic of the argument as it will provide accurate placing, and access for loading should not be adversely effected.
For information and arguments for use of the TDPM(C), see the paper previously pointed to in an earlier post:
http://www.helidecks.org/download%20...r%20V1%209.pdf
Jim
