S61 at Humberside, offshore engine failure!
S61 at Humberside, offshore engine failure!
Well done to the guys flying the S61 today. 
Managed to bring it back to HUY single engine after sufferening what i'm led to believe was a single engine failure on final approach to it's offshore destination.
They even had one of their own as wingman!
Managed to bring it back to HUY single engine after sufferening what i'm led to believe was a single engine failure on final approach to it's offshore destination.They even had one of their own as wingman!
Hovering AND talking
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HM, you missed out the bit about narrowly missing a school and being within seconds from bursting into flames. You'll never make a journalist!! 
Well done chaps!
Cheers
Whirls
Well done chaps!
Cheers
Whirls
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Congrats to the crew
Anyone have any specifics? I.E. Gross weight, OAT, wind, fuel jettison, cause of failure.
I had a 61 donk fail once offshore.....pencil shaft sheared.......but the old girl brought me home safe
Anyone have any specifics? I.E. Gross weight, OAT, wind, fuel jettison, cause of failure.
I had a 61 donk fail once offshore.....pencil shaft sheared.......but the old girl brought me home safe
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Outwest
I also had one in 1981. Happened just on rotation taking off from a platform with 23 pax + cabin attendant. The old girl bought me home safely as well. A bit of wind helped to get to Vtoss but slowed down the journey home somewhat!!
I also had one in 1981. Happened just on rotation taking off from a platform with 23 pax + cabin attendant. The old girl bought me home safely as well. A bit of wind helped to get to Vtoss but slowed down the journey home somewhat!!
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S61 Engine Fail - SURGING
I was flying the S61 in question on final approach to Energy Enhancer - A "Jack Up" rig approx 85 miles NE of Humberside.
We had just commenced the turn onto finals at approx 400' 70 kts when a classic bang bang bang (although much quieter than I had always expected) was heard with the associated torque split and then fluctuations.
It was recognised as a surging number 1 engine (T5 was subsequently seen on HUMS as having peaked at 945 prior to it's shutdown) and the aircraft was turned away from the rig and the situation was dealt with as per the many times we have all done it in the sim and OPCs LPCs!
Company traffic that heard our Pan Call offered to divert to us because obviously we were only able to climb very slowly and were not showing on Anglia Radar. Also it is always nice to have a comfort blanket.
I can post the weights, fuels etc if any one is really interested - but will need to get out the flight log!
These events always get you thinking - no matter how experienced you are; Most of the return trip to Humberside was flown at 70 kts due to limited power. We had a ground speed of about 60 kts - now IF the winds had been what they were last week - then our ground speed would have been 25kts.
As always - perhaps the real heroes of all of these incidents are the radar controllers - and again on this occasion of particular note was how calm and professional Anglia Radar were:
1. No hassle after acknowledging Pan Call until we had sorted out aircraft.
2. They responded to the offer from the other company helicopter with a DR estimate of our position pending a GPS update from us after we had sorted out the problem.
3. RT was spot on - not too much, not too little and completely calm and accurate.
I telephoned Anglia Radar afterwards to say thank you to the obviously "Experienced Controller" to be told that he was a controller "Under Training" - hopefully he passed that assessment!!
On speaking to the Passengers afterwards they said they were still 100% confident in the S61 and perhaps even more so now that it had been proved to them that the old girls CAN fly on on engine even at perhaps the most critical point of flight!
Thank you for reading this.
RT
We had just commenced the turn onto finals at approx 400' 70 kts when a classic bang bang bang (although much quieter than I had always expected) was heard with the associated torque split and then fluctuations.
It was recognised as a surging number 1 engine (T5 was subsequently seen on HUMS as having peaked at 945 prior to it's shutdown) and the aircraft was turned away from the rig and the situation was dealt with as per the many times we have all done it in the sim and OPCs LPCs!
Company traffic that heard our Pan Call offered to divert to us because obviously we were only able to climb very slowly and were not showing on Anglia Radar. Also it is always nice to have a comfort blanket.
I can post the weights, fuels etc if any one is really interested - but will need to get out the flight log!
These events always get you thinking - no matter how experienced you are; Most of the return trip to Humberside was flown at 70 kts due to limited power. We had a ground speed of about 60 kts - now IF the winds had been what they were last week - then our ground speed would have been 25kts.
As always - perhaps the real heroes of all of these incidents are the radar controllers - and again on this occasion of particular note was how calm and professional Anglia Radar were:
1. No hassle after acknowledging Pan Call until we had sorted out aircraft.
2. They responded to the offer from the other company helicopter with a DR estimate of our position pending a GPS update from us after we had sorted out the problem.
3. RT was spot on - not too much, not too little and completely calm and accurate.
I telephoned Anglia Radar afterwards to say thank you to the obviously "Experienced Controller" to be told that he was a controller "Under Training" - hopefully he passed that assessment!!
On speaking to the Passengers afterwards they said they were still 100% confident in the S61 and perhaps even more so now that it had been proved to them that the old girls CAN fly on on engine even at perhaps the most critical point of flight!
Thank you for reading this.
RT
Thanks for your input. Always nice to get the info first hand.
I always wonder how it will go if it ever happens to me.
The fact I also fly out of Humberside makes me think the chances of it happening again out of the same airport in the near future are slim, so I should be okay for a while at least!
Glad to see it all worked out like it should, no matter if you are the competition.
I see the 61 was flying the next day. Quick engine change and Roberts your fathers brother!
I always wonder how it will go if it ever happens to me.
The fact I also fly out of Humberside makes me think the chances of it happening again out of the same airport in the near future are slim, so I should be okay for a while at least!
Glad to see it all worked out like it should, no matter if you are the competition.
I see the 61 was flying the next day. Quick engine change and Roberts your fathers brother!
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Thanks very much for the info Navy Torque and a big pat on the back to you and your crew. 
I agree with your pax, the old girl can still hold her head high.
Would be interested in the weights and OAT and if you had fuel jettision available, if not to much trouble.
Leading Edge,
well mine was 10 years later and a lot less exciting....cruise flight, inbound to base with a light load......actually a non-event.
I agree with your pax, the old girl can still hold her head high.
Would be interested in the weights and OAT and if you had fuel jettision available, if not to much trouble.
Leading Edge,
well mine was 10 years later and a lot less exciting....cruise flight, inbound to base with a light load......actually a non-event.
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A rotary enthusiast speaking here...
Great to hear everything worked out well. I was really curious about the landing tough - did you guys have enough power to bring it to a hover and land or was a run-on required ?
Cheers..
Great to hear everything worked out well. I was really curious about the landing tough - did you guys have enough power to bring it to a hover and land or was a run-on required ?
Cheers..
Aviator - since they flew back at 70 kts due to limited power, I think it very unlikely that there would be enough to hover on and the safest profile (in case the other one quit) would be a high level VMC transit followed by an autorotative approach to a flare recovery and running landing.
Navy - are they P and W engines in the 61?
Navy - are they P and W engines in the 61?
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Crab,
General Electric CT58-140-2 most likely or the 140-1 maybe.
Outwest,
I have not worked in UK but the ex North Sea ships I have worked on all had fuel dump fitted. I believe it is a UKCAA requirement.
Well done again, Navy Torque!
General Electric CT58-140-2 most likely or the 140-1 maybe.
Outwest,
I have not worked in UK but the ex North Sea ships I have worked on all had fuel dump fitted. I believe it is a UKCAA requirement.
Well done again, Navy Torque!
AviatoratHeart, just to let you know, from reliable sources who witnessed the run on landing, it was 'textbook'!!
PS Twice a year, this sort of engine failure training, and lots of other stuff, is carried out for exactly this reason. Comforting to see that it works.
PS Twice a year, this sort of engine failure training, and lots of other stuff, is carried out for exactly this reason. Comforting to see that it works.
Crab,
Quote:
high level VMC transit followed by an autorotative approach to a flare recovery and running landing.
That was tongue-in-cheek wasn't it?
Jim
Quote:
high level VMC transit followed by an autorotative approach to a flare recovery and running landing.
That was tongue-in-cheek wasn't it?
Jim
Everything Crab says is a joke, isn't it
