AAIB Bulletin: Morecambe Bay
I agree with HeliComparator; it is not quite a simple as it sounds.
In the early 1990s, we, in my base servicing the Shell platforms on the Leman, trialed the Omnidirectional Approach Path Indicator (ODAPI); on first sight (no pun intended) this type of device looks extremely useful; you can access and make an approach from any direction - even do circular approaches. However, the range was limited (look at the problems we have had trying to source a wave-off light); it was difficult to pick out from the cultural lighting; and siting was a problem because, even though deck level siting can provide the correct approach angle, it will not deliver the helicopter to the correct position for the landing phase (as HC has indicated).
It could be that its time will have come again because, as with motorway signs, LEDs can now provide high intensity directional lights, and modern electronics can provide the phased arrays that will eliminate the previously required moving parts. However, the previously mentioned problems of cultural lighting and siting will still have to be overcome. It will also have to be intrinsically safe, be easy to install and be virually maintenance free.
Jim
In the early 1990s, we, in my base servicing the Shell platforms on the Leman, trialed the Omnidirectional Approach Path Indicator (ODAPI); on first sight (no pun intended) this type of device looks extremely useful; you can access and make an approach from any direction - even do circular approaches. However, the range was limited (look at the problems we have had trying to source a wave-off light); it was difficult to pick out from the cultural lighting; and siting was a problem because, even though deck level siting can provide the correct approach angle, it will not deliver the helicopter to the correct position for the landing phase (as HC has indicated).
It could be that its time will have come again because, as with motorway signs, LEDs can now provide high intensity directional lights, and modern electronics can provide the phased arrays that will eliminate the previously required moving parts. However, the previously mentioned problems of cultural lighting and siting will still have to be overcome. It will also have to be intrinsically safe, be easy to install and be virually maintenance free.
Jim
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new lighting
HC, if by new lighting you're referring to the green deck lighting, then the oil companies have no choice.
From Jan 1st 2009 it's mandatory - no green lighting after that date and the only flights to those decks are to be day time 600feet and 4000m or better conditions.
From Jan 1st 2009 it's mandatory - no green lighting after that date and the only flights to those decks are to be day time 600feet and 4000m or better conditions.
Andy,
Could you post a link to the source please?
Regards
Aser
From Jan 1st 2009 it's mandatory - no green lighting after that date and the only flights to those decks are to be day time 600feet and 4000m or better conditions.
Today 18:06
Today 18:06
Regards
Aser
Andy
I think you are referring just to the perimeter lighting. The "complete package" includes the green perimeter lighting, the electroluminescent (or is it LEDs) deck circle markings, and the glowing H. I don't think this has made it into CAP 437 yet, but I think that is what is installed on the Thames as a trial?
HC
I think you are referring just to the perimeter lighting. The "complete package" includes the green perimeter lighting, the electroluminescent (or is it LEDs) deck circle markings, and the glowing H. I don't think this has made it into CAP 437 yet, but I think that is what is installed on the Thames as a trial?
HC
TtT
I don't see why you need heading or VS beeping capabilities to run in level engaged in ALT and IAS. I presume the autopilot has inherent heading hold with "wings" roughly level? It would just mean that as you hit the desired altitude (say deck ht + 200') you press the ALT button, and when you get the speed to your target, you hit the IAS button. Or why not get PNF to press the buttons, after all its being flown in a multi pilot role? One consideration might be how easy it is do drop out the upper modes when you want to descend the final bit - is there a button on cyclic or collective to do that? What is the min coupled IAS on the 365?
HC
I don't see why you need heading or VS beeping capabilities to run in level engaged in ALT and IAS. I presume the autopilot has inherent heading hold with "wings" roughly level? It would just mean that as you hit the desired altitude (say deck ht + 200') you press the ALT button, and when you get the speed to your target, you hit the IAS button. Or why not get PNF to press the buttons, after all its being flown in a multi pilot role? One consideration might be how easy it is do drop out the upper modes when you want to descend the final bit - is there a button on cyclic or collective to do that? What is the min coupled IAS on the 365?
HC
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HeliComparator
It would just mean that as you hit the desired altitude (say deck ht + 200') you press the ALT button, and when you get the speed to your target, you hit the IAS button.
You can't do both. As said before, there is no collective input, so you can hold either a/s or altitude.
Also as the 365N is designed as a single pilot aircraft, the FD inputs are mainly from the right-hand seat, so not easily accessible from the co-pilot.
It would just mean that as you hit the desired altitude (say deck ht + 200') you press the ALT button, and when you get the speed to your target, you hit the IAS button.
You can't do both. As said before, there is no collective input, so you can hold either a/s or altitude.
Also as the 365N is designed as a single pilot aircraft, the FD inputs are mainly from the right-hand seat, so not easily accessible from the co-pilot.
Seems a shame we can look back and see so many factors that contributed to this tragedy but for years were blind to them.
The report, when digested slowly and with consideration of past flights similar to the one in discussion, reminds us of the need to be ever vigilant and proactive in trying to improve the way we do business.
Simple things as having adequate instrumentation positioned for easy and effective use by the pilots, procedures that fit the needs for critical situations vice merely accomodating the normal, training that supports both the normal but also the abnormal situations we encounter, and a safety culture that seeks to proactively rid our environment of genuine hazards, would have gone a long ways towards preventing these fatalities.
Offshore flying is approaching a half century of operations and we still seem stuck in the old ways of doing business when we really get down to examining our environment.
This latest AAIB report is the latest to remind us of this.
I would suggest the lesson to be learned out of all this is we should each strive to be less accomodating to those that continue to deprive us of the basic equipment, training, and techology to bring our industry into the 21st century.
After all, our very lives depend upon it.
Those guys were one of us.....and it could be our turn next.
The report, when digested slowly and with consideration of past flights similar to the one in discussion, reminds us of the need to be ever vigilant and proactive in trying to improve the way we do business.
Simple things as having adequate instrumentation positioned for easy and effective use by the pilots, procedures that fit the needs for critical situations vice merely accomodating the normal, training that supports both the normal but also the abnormal situations we encounter, and a safety culture that seeks to proactively rid our environment of genuine hazards, would have gone a long ways towards preventing these fatalities.
Offshore flying is approaching a half century of operations and we still seem stuck in the old ways of doing business when we really get down to examining our environment.
This latest AAIB report is the latest to remind us of this.
I would suggest the lesson to be learned out of all this is we should each strive to be less accomodating to those that continue to deprive us of the basic equipment, training, and techology to bring our industry into the 21st century.
After all, our very lives depend upon it.
Those guys were one of us.....and it could be our turn next.
Night offshore deck ops bring to mind a whole different ball game....
Back in the 80's we used to fly night shuttles single pilot with up to 30 landings per night. We were tuned in and switched on and never had any problems..... 2 crew ops can be a distraction
But 2 crew and CRM is progress right?
Back in the 80's we used to fly night shuttles single pilot with up to 30 landings per night. We were tuned in and switched on and never had any problems..... 2 crew ops can be a distraction
But 2 crew and CRM is progress right?
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lights
HC: yes i was only referring to the green deck edge lighting as being mandatory by Jan 1st 2009.
Aser: i think it is a note out from BHAB (the UK offshore helideck regulatory body, although they may have changed their name now). I'm on a few days off at the moment so will double check when i get back to work. If i don't post within the next few days, then remind me, as i will have forgotten!
Andy
Aser: i think it is a note out from BHAB (the UK offshore helideck regulatory body, although they may have changed their name now). I'm on a few days off at the moment so will double check when i get back to work. If i don't post within the next few days, then remind me, as i will have forgotten!
Andy
TtT
You certainly wouldn't want to couple ALT to the cyclic below Vy - back of the drag curve etc and a recipe for disaster. You could couple IAS to the cyclic and fly altitude on the collective, but I suppose it depends on how good the IAS hold is.
HC
You certainly wouldn't want to couple ALT to the cyclic below Vy - back of the drag curve etc and a recipe for disaster. You could couple IAS to the cyclic and fly altitude on the collective, but I suppose it depends on how good the IAS hold is.
HC
Shawn Coyle said -
It seems the name at least may have been resurrected - TLS Commercial Products
More info - Transponder Landing System - Wikipedia, the free encyclopedia
Takes into account "legacy" aircraft and can be offset as well.
Such an approach lighting system existed nearly 20 years ago - called Firefly. Had flashing green for high, green on glidepath, red for low, flashing red for really low. Glidepath azimuth and elevation remotely adjustable from helicopter. Small, battery operable. worked well. Nobody wanted it... Still able to be resurrected. Did AAIB even mention it's possibility?
More info - Transponder Landing System - Wikipedia, the free encyclopedia
Takes into account "legacy" aircraft and can be offset as well.
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Or the PLASI, which has been in use all over the world since 1985.
Details on : www.devoreaviation.com
Details on : www.devoreaviation.com
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Griffothefog has surely got a good point here. This accident may well not have happened with a single pilot operation when acute awareness of 100% responsibility may have, for example, caused the HP to abort the approach sooner.
Now before many of you start jumping up and down, I'm not suggesting that these ops should be SP, just that with 2 crew disciplined CRM is clearly so important and in this case a degree of complacency undermined the safety net 2 crew is supposed to provide.
Now before many of you start jumping up and down, I'm not suggesting that these ops should be SP, just that with 2 crew disciplined CRM is clearly so important and in this case a degree of complacency undermined the safety net 2 crew is supposed to provide.
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Rotorspeed;
Not an obvious conclusion to come to! This was not a normal go-around but a lack of the correct reaction to an unusual attitude - by both pilots.
I was surprised by one paragraph in Section 1.1.3 of the report (page 6 of Section 1) - and the comment from the AAIB that followed it:
When offshore, any annunciation from the AVAD of "ONE HUNDRED FEET" should be regarded as one which demands a response. That there was no response in the cockpit to this call, and the comment from the AAIB "The audio recordings suggested a relaxed atmosphere in the cockpit", came as a complete surprise.
The 100ft call is supposed to trigger a response as it is the equivalent to a "PULL UP, PULL UP" call of the GPWS. It would be indicating that the helicopter had descended dangerously (and probably below the level of the deck, if that deck was at or below 100ft). In most companies (with FDM), it would be regarded as a serious event (especially at night) and would lead to further enquiries by the HOMP Manager.
An assumption that could be made is that the AAIB actually transposed the calls and there was a "CHECK HEIGHT" call but no "ONE HUNDRED FEET". If that is the case then the report needs to be reviewed and corrected.
If it was correct, the AAIB need to brush up on their understanding of offshore operations.
Mars
Not an obvious conclusion to come to! This was not a normal go-around but a lack of the correct reaction to an unusual attitude - by both pilots.
I was surprised by one paragraph in Section 1.1.3 of the report (page 6 of Section 1) - and the comment from the AAIB that followed it:
The next sector, to the Millom West platform, was flown without any passengers, baggage or freight and with 360 kg of fuel. The helicopter took off at 1814 hrs, climbed to 500 ft on a north-westerly heading and accelerated to an initial IAS of 145 kt. The rig became visible 25 seconds after the 5 nm GPS call; this equates to a visual range of approximately 7,100 m. At 1820 hrs the helicopter initiated its descent whilst reducing speed and turned left onto a heading of 105ºM before landing on the Millom West at 1822 hrs. During the final approach and landing the AVAD “ONE HUNDRED FEET” automatic annunciation was recorded, but no “CHECK HEIGHT” call was recorded.
The audio recordings suggest a relaxed atmosphere in the cockpit throughout the first two sectors and indicate that the normal checklists were being followed. The crew discussed the visual conditions and their experiences with similar conditions during their previous military flying.
The audio recordings suggest a relaxed atmosphere in the cockpit throughout the first two sectors and indicate that the normal checklists were being followed. The crew discussed the visual conditions and their experiences with similar conditions during their previous military flying.
The 100ft call is supposed to trigger a response as it is the equivalent to a "PULL UP, PULL UP" call of the GPWS. It would be indicating that the helicopter had descended dangerously (and probably below the level of the deck, if that deck was at or below 100ft). In most companies (with FDM), it would be regarded as a serious event (especially at night) and would lead to further enquiries by the HOMP Manager.
An assumption that could be made is that the AAIB actually transposed the calls and there was a "CHECK HEIGHT" call but no "ONE HUNDRED FEET". If that is the case then the report needs to be reviewed and corrected.
If it was correct, the AAIB need to brush up on their understanding of offshore operations.
Mars
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If they'd suspended the AVAD on finals there would have been no "check height"; this is normal. The "one hundred feet" would most likely have been spurious, it's not uncommon for it to go off in the hover over the deck at 10 or 20 feet. Yes you're right that one should elicit a response but that response is usually, and appropriately, "no we're not" or similar.
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The PLASI system can't change azimuth and elevation like Firefly could, as far as I know.
And the Transponder Landing System is only able to handle one aircraft at a time, and as far as I know not in very wide service.
Differential GPS, or even WAAS can do just about the same thing as the TLI.
And the Transponder Landing System is only able to handle one aircraft at a time, and as far as I know not in very wide service.
Differential GPS, or even WAAS can do just about the same thing as the TLI.
Mars
I am not sure if you fly a helicopter with a similar AVAD system to the 365N but it is quite common to get the 100ft call as you cross the deck edge. You can suspend the check height call for approx 2-3 mins by pressing a button on the cyclic but not the 100ft call. It is supposed to be self muted if the rate of change of altitude is in excess of, I believe, 5000ft/min to take account of going from say 200ft to 20ft in an instant as you cross the deck edge but it doesn't always do that.
The AAIB do understand offshore ops
As someone who has done a few night deck landings I use the old gate approach method as taught when I was in the RAF. I aim to be into wind at approx 55kts + wind at 1 mile and 300ft for small decks, this is especially crucial on light wind goldfish bowl nights, and then fly a normal sight picture approach. The introduction of green edge lights has greatly improved the ability to judge approach angle.
HF
I am not sure if you fly a helicopter with a similar AVAD system to the 365N but it is quite common to get the 100ft call as you cross the deck edge. You can suspend the check height call for approx 2-3 mins by pressing a button on the cyclic but not the 100ft call. It is supposed to be self muted if the rate of change of altitude is in excess of, I believe, 5000ft/min to take account of going from say 200ft to 20ft in an instant as you cross the deck edge but it doesn't always do that.
The AAIB do understand offshore ops
As someone who has done a few night deck landings I use the old gate approach method as taught when I was in the RAF. I aim to be into wind at approx 55kts + wind at 1 mile and 300ft for small decks, this is especially crucial on light wind goldfish bowl nights, and then fly a normal sight picture approach. The introduction of green edge lights has greatly improved the ability to judge approach angle.
HF