Heli 'collides with gas rig' 11-Mar-08
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Rumour at the coal face has it XD is going to be retired since it's financially not viable to repair. Also the Irish 365 is going to be retired before it's G-Check. After all the rules change from 2010 where you need to have cat "A" capability if I remember correctly. Though the problem is that there are no replacements in the pipeline.
Time will tell what the truth will be.
Kind Regards to the pilot though. Top bloke
.
Time will tell what the truth will be.
Kind Regards to the pilot though. Top bloke
.
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Well us guys on Anglia are glad we saw the pics...we were just initially told something had happened on the lem with the as65...and that was it....so to see the pics ... thanks...and we will have a wee whip round on the sector to try to buy some reverse parking sensors should she fly again!!!
Firstly a disclaimer: I know NOTHING about offshore oil/gas support!!
However, I have been interested in this incident as it is not an event that is simply confined to the oil/gas support industry, and I would even go so far as to say that it is not "unique", "isolated", nor "minor". But I do think it is testament to the shrouded tail rotor systems available. I have read the Brent Spar accident and I can draw the connection between the two in contributing factors. The very different outcomes are no reason to avoid comparison - I think they are the very reason FOR comparison.
I think it is well accepted safety practice to react to identified hazards in a stepped approach that begins with "engineer the problem out" and ends with "train to cope" (warnings and SOPS somewhere in the middle). Engineering this problem out is almost impossible short of having the helidecks always above all other obstacles - but this is not practical for most rigs/boats and is impractical for nearly all unprepared land based HLS. So the next avenue is the helicopter design and therefore trade off (there are no free lunches).
The fenestron and NOTAR are attempts to engineer this issue out - or at least minimise the likely consequences of an eventual probable strike by the aircraft type, but they come with power/weight/cost/maintenance penalties (see Nick Lappos for a great dissertation on this!). Incidents like these graphically explain the benefit side of the cost/benefit analysis of that design choice, and we pilots often need a graphic demonstration to prove such points. Our clients need it even more!
Therefore, whilst this incident had "minor" consequences for the human lives, it has so much potential to teach us something about our profession that it is a free lesson (in terms of lives, not aircraft lost). It is an absolute credit to an organisation that posts such pictures that we may all learn.
Perhaps we can appreciate that this type of incident is possible by almost any pilot almost anywhere in the world in almost any role.
Please overlook those who would gloat. It won't ever happen to them.....
Rather, post for those of us who want to learn.
However, I have been interested in this incident as it is not an event that is simply confined to the oil/gas support industry, and I would even go so far as to say that it is not "unique", "isolated", nor "minor". But I do think it is testament to the shrouded tail rotor systems available. I have read the Brent Spar accident and I can draw the connection between the two in contributing factors. The very different outcomes are no reason to avoid comparison - I think they are the very reason FOR comparison.
I think it is well accepted safety practice to react to identified hazards in a stepped approach that begins with "engineer the problem out" and ends with "train to cope" (warnings and SOPS somewhere in the middle). Engineering this problem out is almost impossible short of having the helidecks always above all other obstacles - but this is not practical for most rigs/boats and is impractical for nearly all unprepared land based HLS. So the next avenue is the helicopter design and therefore trade off (there are no free lunches).
The fenestron and NOTAR are attempts to engineer this issue out - or at least minimise the likely consequences of an eventual probable strike by the aircraft type, but they come with power/weight/cost/maintenance penalties (see Nick Lappos for a great dissertation on this!). Incidents like these graphically explain the benefit side of the cost/benefit analysis of that design choice, and we pilots often need a graphic demonstration to prove such points. Our clients need it even more!
Therefore, whilst this incident had "minor" consequences for the human lives, it has so much potential to teach us something about our profession that it is a free lesson (in terms of lives, not aircraft lost). It is an absolute credit to an organisation that posts such pictures that we may all learn.
Perhaps we can appreciate that this type of incident is possible by almost any pilot almost anywhere in the world in almost any role.
Please overlook those who would gloat. It won't ever happen to them.....
Rather, post for those of us who want to learn.
Helmet Fire,
As I read it....this was not an official company report or in any way supported or promoted by the operator. My impression is it was business as usual....hold the cards close to the vest standard mode.
It were individuals that got this into the public eye. For that....they should be admired by the rest of us as they probably have paid a price for having done so.
You are too right when you say how valuable this is for the advancement of safety awareness by the industry. It is a shame we cannot get the operators to invest in a common forum that would benefit all of them.
I firmly believe photographs of wreckage and it's contents, aired in a professional venue, combined with a documentation of the causes as is possible, would reinforce the importance of proper procedures both in engineering and in piloting. It would take the abstract out of reality.
Safety training programs would be a very good venue for that.....how can you talk about safety...crashes...accidents...injuries...and deathes....and not be confronted by the stark reality and tragedy of aircraft losses.
As I read it....this was not an official company report or in any way supported or promoted by the operator. My impression is it was business as usual....hold the cards close to the vest standard mode.
It were individuals that got this into the public eye. For that....they should be admired by the rest of us as they probably have paid a price for having done so.
You are too right when you say how valuable this is for the advancement of safety awareness by the industry. It is a shame we cannot get the operators to invest in a common forum that would benefit all of them.
I firmly believe photographs of wreckage and it's contents, aired in a professional venue, combined with a documentation of the causes as is possible, would reinforce the importance of proper procedures both in engineering and in piloting. It would take the abstract out of reality.
Safety training programs would be a very good venue for that.....how can you talk about safety...crashes...accidents...injuries...and deathes....and not be confronted by the stark reality and tragedy of aircraft losses.
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Sasless I know for a fact there is a forum for these kind matters but you can only access it if you work for the company but this forum is shared amongst all the airlines and offshore operators. This will allow you to look up incidents on a 747 or Puma.
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Accident information
Brilliant Stuff - Are you perhaps referring to BASIS - originally developed by British Airways and used by commercial airlines to share accident and incident information - then taken up by helicopter operators for the same purpose. It doesn't begin with a Dubya though!!
HELICOPTER OPERATORS
Bond Offshore Helicopters
Bristow Helicopters Ltd
Gulf Helicopter
Norsk Helikopter AS
Wiking Helicopter Service
Customer list from the WINBASIS web site......now located in Dubai.
Bond Offshore Helicopters
Bristow Helicopters Ltd
Gulf Helicopter
Norsk Helikopter AS
Wiking Helicopter Service
Customer list from the WINBASIS web site......now located in Dubai.
Sasless I know for a fact there is a forum for these kind matters but you can only access it if you work for the company but this forum is shared amongst all the airlines and offshore operators. This will allow you to look up incidents on a 747 or Puma.
So.....does CHC swap safety data information with BHL as they use different and incompatible reporting systems?
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The three FSO's in Aberdeen all freely exchange safety information. Bristow and Bond Offshore actually now use Sentinel which is the updated version of Winbasis. The incident would also be entered into the MOR system run by the CAA and no doubt the AAIB will be looking into it, so all the details will come out in the fullness of time.