Helicopter crash off the coast of Newfoundland - 18 aboard, March 2009
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Location: St Johns, Newfoundland,Canada
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Here is the CADORS.
Record #7 Cadors Number: 2009A0212
Reporting Region: Atlantic
Occurrence InformationOccurrence Type: Accident
Occurrence Date: 2009/03/12 Occurrence Time: 1215 Z
Day Or Night: day-time Fatalities: 1 Injuries: Canadian Aerodrome ID: Aerodrome Name: Occurrence Location: 472605N515658W
Province: Country: CANADA World Area: North America
Reported By: NAV CANADA AOR Number: 105029-V1
TSB Class Of Investigation: 3
TSB Occurrence No.: Event InformationEngine oil problemForced landingCollision with terrainDiversion
Aircraft InformationFlight #: CHI91 Aircraft Category: HelicopterCountry of Registration: CANADA Make: SIKORSKY Model: S92A Year Built: 2006
Amateur Built: No Engine Make: GENERAL ELECTRIC Engine Model: CT7-8A Engine Type: Turbo shaft Gear Type: Land Phase of Flight: Cruise
Damage: Destroyed Owner: COUGAR HELICOPTERS INC. Operator: COUGAR HELICOPTERS INC. (4791)Operator Type: Commercial Detail InformationUser Name:MacQuarrie, JackDate:2009/03/12Further Action Required:Yes O.P.I.:Maintenance & Manufacturing Narrative:CHI91, S92, enroute from St. John's (CYYT) to the Hibernia Oil Platform at 12:15Z, declared MAYDAY due to a main gear box oil pressure problem and requested to return to St. John's. Air Traffic Control cleared the flight as requested. At 12:25Z aircraft ditched at position 472605N515658W
Record #7 Cadors Number: 2009A0212
Reporting Region: Atlantic
Occurrence InformationOccurrence Type: Accident
Occurrence Date: 2009/03/12 Occurrence Time: 1215 Z
Day Or Night: day-time Fatalities: 1 Injuries: Canadian Aerodrome ID: Aerodrome Name: Occurrence Location: 472605N515658W
Province: Country: CANADA World Area: North America
Reported By: NAV CANADA AOR Number: 105029-V1
TSB Class Of Investigation: 3
TSB Occurrence No.: Event InformationEngine oil problemForced landingCollision with terrainDiversion
Aircraft InformationFlight #: CHI91 Aircraft Category: HelicopterCountry of Registration: CANADA Make: SIKORSKY Model: S92A Year Built: 2006
Amateur Built: No Engine Make: GENERAL ELECTRIC Engine Model: CT7-8A Engine Type: Turbo shaft Gear Type: Land Phase of Flight: Cruise
Damage: Destroyed Owner: COUGAR HELICOPTERS INC. Operator: COUGAR HELICOPTERS INC. (4791)Operator Type: Commercial Detail InformationUser Name:MacQuarrie, JackDate:2009/03/12Further Action Required:Yes O.P.I.:Maintenance & Manufacturing Narrative:CHI91, S92, enroute from St. John's (CYYT) to the Hibernia Oil Platform at 12:15Z, declared MAYDAY due to a main gear box oil pressure problem and requested to return to St. John's. Air Traffic Control cleared the flight as requested. At 12:25Z aircraft ditched at position 472605N515658W
Just watched the live briefing.
One survivor, one dead, the rest missing. Search continues with one C-130, one Cormorant Helicopter, and surface units.
No EPIRBS being heard, aircraft has sunk in about 400 feet of water.
Search is to continue through the night and into tomorrow.
Debris field is about six miles long.
One survivor, one dead, the rest missing. Search continues with one C-130, one Cormorant Helicopter, and surface units.
No EPIRBS being heard, aircraft has sunk in about 400 feet of water.
Search is to continue through the night and into tomorrow.
Debris field is about six miles long.
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Forgive my ignorance , but how can the debris field be that long?
Surely the currents would not have spread debris that far.
Thoughts and hopes to the missing.
RIP to others
Chester
Surely the currents would not have spread debris that far.
Thoughts and hopes to the missing.
RIP to others
Chester
Join Date: May 2008
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The way the wind is here right now, 6mile debris field no problem, its a very sombre mood here in YYT, we are not losing hope yet, but I will pray for any survivors tonight, beleive me they will not have a pleasant one, Gods speed to anyone still afloat, we are doing all we can.
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It has been reported that the pilot turned back after declaring an emergency relating to the main gear box. The aircraft flew for a further 17sm westward towards NL before impacting the water.
My prayers to those searching...and to those waiting.
I won,t however, bide time awaiting official reports before expressing hope that a fleetwide grounding of S-92,s is in the works and that well known MGB problems associated with this type are finally dealt with.
Another issue I,ll toss out is why does the Blackhawk series have a run-dry capability yet from what I can garner from collegues ....the 92 does not....wtf???
As an offshore driver for the better part of 2 decades...I have seen great strides in training and preparation for crews and pax. Tonight many news services have been belabouring that an immersion suit will keep someone alive upto 30hrs in cold water.....maybe so.....but only if proper undergarments are worn and I,m still surprised when I see SLF about to get in my machine with zippers undone and nothing but tees and board-shorts on underneath.
My prayers to those searching...and to those waiting.
I won,t however, bide time awaiting official reports before expressing hope that a fleetwide grounding of S-92,s is in the works and that well known MGB problems associated with this type are finally dealt with.
Another issue I,ll toss out is why does the Blackhawk series have a run-dry capability yet from what I can garner from collegues ....the 92 does not....wtf???
As an offshore driver for the better part of 2 decades...I have seen great strides in training and preparation for crews and pax. Tonight many news services have been belabouring that an immersion suit will keep someone alive upto 30hrs in cold water.....maybe so.....but only if proper undergarments are worn and I,m still surprised when I see SLF about to get in my machine with zippers undone and nothing but tees and board-shorts on underneath.
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"No signals from locator beacons on suits worn by oil workers...."
No signals from locator beacons on suits worn by oil workers: officials
No signals from locator beacons on suits worn by oil workers: officials
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With initial reports suggesting another tranmission oil system fault, does anyone know if Cougars Emergency check list procedure has been amended to bring back an engine if the associated input has a chip or hot advisory?
my thoughts are with all passengers, families and staff at Cougar
my thoughts are with all passengers, families and staff at Cougar
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I am in flying in West Africa and this tragic event has send shock waves around the world - I am still in disbelief that this has actually happened! I flew the S70 Black Hawk and we have never had any MGB issues.
Now I am flying the S92 and there have been multiple incidents with various MGB emergencies/incidents - time to go back to the drawing boards and implement a similar system like the EC225 to provide some dry run capability!
My prayers and thoughts to all the family, friends and staff at Cougar/VIH and the St Johns offshore Industry - know so many of the pilots there!
CJ
Now I am flying the S92 and there have been multiple incidents with various MGB emergencies/incidents - time to go back to the drawing boards and implement a similar system like the EC225 to provide some dry run capability!
My prayers and thoughts to all the family, friends and staff at Cougar/VIH and the St Johns offshore Industry - know so many of the pilots there!
CJ
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My heart goes out to those missing, those lost and their families.
It sounds like a miracle that even one person was recovered alive
from the scene.
The water and air temperatures and wave action that were reported
made it terribly inhospitable for survival, especially after traumatic ditching
that sounds, by the size of the debris field, to be more like a crash
than a controlled ditching.
The 406mhz personal EPIRBS are water activated so if there are individuals afloat on the surface with these units attached to their immersion suits, they would normally be pinging. I would imagine the
406 ELT on the ship was also water-activated and should be active as well.
Having had some cold water immersion survival instruction from the
US Coast Guard, the facts of exceptionally cold water survival are very straightforward and harsh. It is drilled into students that all garments/undergarments under one's immersion suit
need to be wool or fleece and absolutely not cotton to avoid
cold-saturation to the skin within the suit that occurs when cotton becomes wet (from sweat or water) and cannot dry itself-its terrible for wicking.
Here's to hoping for some of those EPIRB's being heard...and comfort to the families of those who have not yet returned to shore. May the Lord's peace be with them all.
It sounds like a miracle that even one person was recovered alive
from the scene.
The water and air temperatures and wave action that were reported
made it terribly inhospitable for survival, especially after traumatic ditching
that sounds, by the size of the debris field, to be more like a crash
than a controlled ditching.
The 406mhz personal EPIRBS are water activated so if there are individuals afloat on the surface with these units attached to their immersion suits, they would normally be pinging. I would imagine the
406 ELT on the ship was also water-activated and should be active as well.
Having had some cold water immersion survival instruction from the
US Coast Guard, the facts of exceptionally cold water survival are very straightforward and harsh. It is drilled into students that all garments/undergarments under one's immersion suit
need to be wool or fleece and absolutely not cotton to avoid
cold-saturation to the skin within the suit that occurs when cotton becomes wet (from sweat or water) and cannot dry itself-its terrible for wicking.
Here's to hoping for some of those EPIRB's being heard...and comfort to the families of those who have not yet returned to shore. May the Lord's peace be with them all.
I have no words of wisdom or insight to offer but I've raised a glass for the victims.
I wish the best for their friends and families in these difficult days, weeks, months and years. It will get easier. They will not be forgotten.
I wish the best for their friends and families in these difficult days, weeks, months and years. It will get easier. They will not be forgotten.
A very sad day indeed, and I know all of us in the offshore business are thinking about our Cougar colleagues and their families. I stayed up into the early hours waiting for encouraging news reports and finally went to bed with a heavy heart.
Last edited by 212man; 13th Mar 2009 at 08:16.
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My thoughts are with all people touched by this tragedy.
As rumline said,it is time for sikorsky to get back to the drawing board and fix not only the MGB problems associated with this helicopter
As rumline said,it is time for sikorsky to get back to the drawing board and fix not only the MGB problems associated with this helicopter
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A mate of mine who flies offshore in the S76C+ says his only nightmare is a MGB failure. Reading this thread surely sends chills down my spine.
Our prayers for all those on board.
Our prayers for all those on board.
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Everyone RIP, I condole with all the families and friends hit by this accident.
How many incidents and accidents are there going to be before Sikorsky come up with a solution to the known design faults in this gearbox?
The only way to put pressure on the manufacturer is to stop flying until it is fixed...
How many incidents and accidents are there going to be before Sikorsky come up with a solution to the known design faults in this gearbox?
The only way to put pressure on the manufacturer is to stop flying until it is fixed...
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212 MAN
I think something was lost in the translation. I have sent you a PM.
Pat
To Ronnie and Roger at COUGAR
If you read this, my thoughts are with you and I shall get in touch later.
Patrick
I think something was lost in the translation. I have sent you a PM.
Pat
To Ronnie and Roger at COUGAR
If you read this, my thoughts are with you and I shall get in touch later.
Patrick