Heli ditch North Sea G-REDL: NOT condolences
Last edited by malabo : Today at 06:25. Reason: Had a comment on the condition of the tailrotor and head, but decided it wasn't really helpful or meaningful at this stage. Still waiting for something more from the AAIB - patience
CH3CH2OH
BP halts its helicopter flights deal with Bond - Press & Journal
BP halts its helicopter flights deal with Bond
By Ryan Crighton
Published: 09/04/2009
More Pictures
BP will carry out a full investigation into every aspect of Bond Offshore Helicopters’ operations before letting its workers fly with the company again.
The move was announced a week after the crash which killed all 16 people on board a Super Puma heading back to shore from the North Sea.
Bond flight 85N was en route from BP’s Miller platform when it plunged into the sea within sight of the Buchan coast.
The accident was Bond’s second crash in six weeks and has left a huge questionmark over the safety of offshore helicopter operations.
BP temporarily suspended its contract with the Dyce-based firm hours after last Wednesday’s accident.
Last night, BP said the suspension would continue for another month while it carried out a “thorough review” of Bond’s maintenance, safety and training records and its systems.
About 15 Bond flights left Aberdeen Heliport every day before the accident – but just seven flights from a scheduled 75 have taken off since.
Wood Group returned to the air with Bond on Friday, but a joint statement issued yesterday confirmed that BP wanted to inspect Bond’s set-up for itself before resuming its 10-year contract with the company.
It said: “Pending a report from the Air Accident Investigation Branch (AAIB) into the tragic 85N flight of April 1, BP and Bond have agreed that BP will conduct a thorough review of Bond operations.
“The review is being carried out as part of BP's response to the accident and to reassure BP and its North Sea workforce that Bond's systems and procedures meet the high safety standards required for offshore helicopter transportation.
“While this review is being carried out, BP will be making alternative arrangements for flying its passengers offshore to its North Sea installations. Bond's remuneration will be unaffected during this period.
“Bond, as with all North Sea operators, is regularly audited by the Civil Aviation Authority.”
A Bond spokesman said: “We understand BP's desire for reassurance and we are confident of a positive outcome. We are progressing positive discussions with our other clients about getting back to normal operations.”
BP is Bond’s biggest client in the North Sea, having started a decade-long contract in August 2004. Despite the current suspension, BP continues to use Bond helicopters as part of its Jigsaw safety scheme offshore.
Bond’s helicopter fleet in Aberdeen consists entirely of Super Pumas – the dominant make used by the North Sea oil and gas industry.
The one involved in last Wednesday’s accident was a Super Puma AS332 L2 type, while the one which went into the sea six weeks ago 125 miles east of Aberdeen was a Super Puma EC225.
In the earlier incident, a huge sea and air rescue operation saved the two pilots and all 18 passengers.
Jake Molloy, regional organiser for the RMT union in Aberdeen, said worried workers demanded the review.
He added: “I think this is BP reacting to the concerns expressed by their workers. The company is well aware of the issues being raised and this review is being done to reassure the workers.”
Meanwhile, at a briefing in Aberdeen yesterday, Grampian Police defended criticism from some families that they had not been properly informed of the disaster.
The force said the hours after the crash were “extremely complex” but that every effort was made to contact next of kin quickly.
Detective Chief Superintendent Simon Blake said: “We have to get information in from numerous sources and we have got to make sure the information we release is correct – there is no room for error.
“A huge effort was put in place to get information together, to verify it and to get it to the right people.”
Grampian Police are investigating the circumstances surrounding the deaths, while the AAIB is investigating the cause of the crash.
By Ryan Crighton
Published: 09/04/2009
More Pictures
BP will carry out a full investigation into every aspect of Bond Offshore Helicopters’ operations before letting its workers fly with the company again.
The move was announced a week after the crash which killed all 16 people on board a Super Puma heading back to shore from the North Sea.
Bond flight 85N was en route from BP’s Miller platform when it plunged into the sea within sight of the Buchan coast.
The accident was Bond’s second crash in six weeks and has left a huge questionmark over the safety of offshore helicopter operations.
BP temporarily suspended its contract with the Dyce-based firm hours after last Wednesday’s accident.
Last night, BP said the suspension would continue for another month while it carried out a “thorough review” of Bond’s maintenance, safety and training records and its systems.
About 15 Bond flights left Aberdeen Heliport every day before the accident – but just seven flights from a scheduled 75 have taken off since.
Wood Group returned to the air with Bond on Friday, but a joint statement issued yesterday confirmed that BP wanted to inspect Bond’s set-up for itself before resuming its 10-year contract with the company.
It said: “Pending a report from the Air Accident Investigation Branch (AAIB) into the tragic 85N flight of April 1, BP and Bond have agreed that BP will conduct a thorough review of Bond operations.
“The review is being carried out as part of BP's response to the accident and to reassure BP and its North Sea workforce that Bond's systems and procedures meet the high safety standards required for offshore helicopter transportation.
“While this review is being carried out, BP will be making alternative arrangements for flying its passengers offshore to its North Sea installations. Bond's remuneration will be unaffected during this period.
“Bond, as with all North Sea operators, is regularly audited by the Civil Aviation Authority.”
A Bond spokesman said: “We understand BP's desire for reassurance and we are confident of a positive outcome. We are progressing positive discussions with our other clients about getting back to normal operations.”
BP is Bond’s biggest client in the North Sea, having started a decade-long contract in August 2004. Despite the current suspension, BP continues to use Bond helicopters as part of its Jigsaw safety scheme offshore.
Bond’s helicopter fleet in Aberdeen consists entirely of Super Pumas – the dominant make used by the North Sea oil and gas industry.
The one involved in last Wednesday’s accident was a Super Puma AS332 L2 type, while the one which went into the sea six weeks ago 125 miles east of Aberdeen was a Super Puma EC225.
In the earlier incident, a huge sea and air rescue operation saved the two pilots and all 18 passengers.
Jake Molloy, regional organiser for the RMT union in Aberdeen, said worried workers demanded the review.
He added: “I think this is BP reacting to the concerns expressed by their workers. The company is well aware of the issues being raised and this review is being done to reassure the workers.”
Meanwhile, at a briefing in Aberdeen yesterday, Grampian Police defended criticism from some families that they had not been properly informed of the disaster.
The force said the hours after the crash were “extremely complex” but that every effort was made to contact next of kin quickly.
Detective Chief Superintendent Simon Blake said: “We have to get information in from numerous sources and we have got to make sure the information we release is correct – there is no room for error.
“A huge effort was put in place to get information together, to verify it and to get it to the right people.”
Grampian Police are investigating the circumstances surrounding the deaths, while the AAIB is investigating the cause of the crash.
"Quote:
maxwelg, there are no L2's in Canada -unless you have real interesting rumor information you can share. Of course, everything else you could fly instead of an L2 has also crashed at least once, so I hope you didn't have your heart set on a flying a helicopter type that has never crashed
Malabo, helo I'm referring to is operated by CHC from Halifax, haven't flew with them yet so I'll assume that it's a AS332L1. Cougar flew this variant from St. John's before the S-92a unit came on the scene, never had any additional concerns back then."
Sorry,couldn't get the quote thingy working.
CHC operates two AS332Ls out of Halifax, neither an L1 nor L2.
maxwelg, there are no L2's in Canada -unless you have real interesting rumor information you can share. Of course, everything else you could fly instead of an L2 has also crashed at least once, so I hope you didn't have your heart set on a flying a helicopter type that has never crashed
Malabo, helo I'm referring to is operated by CHC from Halifax, haven't flew with them yet so I'll assume that it's a AS332L1. Cougar flew this variant from St. John's before the S-92a unit came on the scene, never had any additional concerns back then."
Sorry,couldn't get the quote thingy working.
CHC operates two AS332Ls out of Halifax, neither an L1 nor L2.
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One more day, and still nothing from the AAIB.
I personaly dont like the B.P. reaction and decision: It tends to stress the origin of the accident on Bond shoulders while there is nothing to ascertain this. Do they have information ?
D0
I personaly dont like the B.P. reaction and decision: It tends to stress the origin of the accident on Bond shoulders while there is nothing to ascertain this. Do they have information ?
D0
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I would guess if there was anything definative on the CVFDR or the HUMS then they would surely know by now..??
Perhaps the cause is far from obvious..
Perhaps the cause is far from obvious..
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is there any way to keep jake molloy and jim ferguson quiet? they are just making things worse and im sick of hearing their "Expert" opinions. the BBC arent helping either with their reporting of every little thing that happens.
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Jake Molloy
I think you should be cautious of trying to crtise Jake. His mandate from the outset was an imporvemnet in safety and terms and conditions for the offshore worker. He has been tirless and relentless in the pursuit of both.
It is therefore only natural that Jake would be involved in this issue as our clients are his Union members.
What is wrong with urging the highest possible level of safety for his members.
They are not experts in aviation, nor should they be, that is left to us and at face value we seem to be left somewhat wanting.
It is therefore only natural that Jake would be involved in this issue as our clients are his Union members.
What is wrong with urging the highest possible level of safety for his members.
They are not experts in aviation, nor should they be, that is left to us and at face value we seem to be left somewhat wanting.
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Most posters on this site have been in the industry for quite some time....
so it follows that we all should know how the system works??
Aircraft crashes, investigation follows, and when all the facts have been collected and analysed, the AAIB releases it's report. If it's gonna take some time, they release an interim update. If something immeadiate to aircraft type safety is discovered, NAA and manufacturer release ASB, AD and if warranted, ground aircraft type. If error in practice is discovered, NAA jump all over operator like a kangaroo on speed.
We all want to know what the cause was but slagging the various companies, agencies and organisations because our personal inquisitiveness hasn't been satisfied won't speed up the process.
so it follows that we all should know how the system works??
Aircraft crashes, investigation follows, and when all the facts have been collected and analysed, the AAIB releases it's report. If it's gonna take some time, they release an interim update. If something immeadiate to aircraft type safety is discovered, NAA and manufacturer release ASB, AD and if warranted, ground aircraft type. If error in practice is discovered, NAA jump all over operator like a kangaroo on speed.
We all want to know what the cause was but slagging the various companies, agencies and organisations because our personal inquisitiveness hasn't been satisfied won't speed up the process.
Jim Ferguson said: “The fact that the helicopters rotors appear to have suffered only slight damage indicated that they were not under power at the time of impact
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CHC operates two AS332Ls out of Halifax, neither an L1 nor L2.
Last known incident that I can see with this model was G-TIGF in Dutch sector back in January 2005, lightning strike that did some damage but didn't stop the flight.
IMHO BP's stance with Bond makes sense, nothing conclusive announced as yet on this tragic event, better to err on the side of caution. I flew most of my North Sea days to BP installations, and I must say they practice what they preach wrt. safety. Here's to hopefully a quick answer from the AAIB.
Having been on the receiving end of Jim ferguson's pi*s poor knowledge/reporting and general drivel in the past I would dearly love to know what qualifies this man to spout on Television. I have no doubt whatsoever that he reads this site so maybe he can identify himself and enlighten us all?
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JF has only reported what to the rest of us....is obvious. Thats what he gets paid to do. If you do not like it....find another profession cos we are in the publics eye, rightly so given the high stakes involved...and this will attract the attention of media "Experts".
It is easy to speculate what may have caused the accident but the truth is lying in the AAIB hangar and until it reveals itself any speculation by media "Experts" or anyone else is just that...SPECULATION.
Having got that of my chest, it is getting a little difficult to understand why we still have no indication what has caused this.
Must be patient I guess!!!!!
It is easy to speculate what may have caused the accident but the truth is lying in the AAIB hangar and until it reveals itself any speculation by media "Experts" or anyone else is just that...SPECULATION.
Having got that of my chest, it is getting a little difficult to understand why we still have no indication what has caused this.
Must be patient I guess!!!!!
I have no idea whether he reported anything sensible with regards the North Sea accident or not, I have no knowledge of helicopters (other than RC ones!) but in my incident a few years ago all he did was cause distress to my family and annoy the hell out of me with his insensitive and innacurate rubbish. There, i've got that off my chest too! 
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Agree with Double bogey.
That said, I put my feet in the Bond pilot's shoes and frankly speaking, being stopped from flying, may be fired or unemployed for an unknown period, with families in the background is something that is certainly difficult to sustain. My thoughts go to the Bond aircrew and technicians, who are still alive and need to carry on.
D0
That said, I put my feet in the Bond pilot's shoes and frankly speaking, being stopped from flying, may be fired or unemployed for an unknown period, with families in the background is something that is certainly difficult to sustain. My thoughts go to the Bond aircrew and technicians, who are still alive and need to carry on.
D0
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Am I being dense here, or how did Bonds offshore start back into the offshore game after the CHC contract with them timed out stopping them coming back to fly.
Then after that which company revied Bonds offshore with huge cash stimulus, Oh ! thats right BP. Did'nt they buy all of their aircraft for them, years ago when this happened, I remember people saying BP is Bonds, the only oil company that runs it's contractors by the N
ts.
So I think it ever doubtful that Bp will ever get rid of Bonds, lots of sabre rattling for the press, internal audits and a sacrificial lamb.
fluffy
Then after that which company revied Bonds offshore with huge cash stimulus, Oh ! thats right BP. Did'nt they buy all of their aircraft for them, years ago when this happened, I remember people saying BP is Bonds, the only oil company that runs it's contractors by the N
ts.So I think it ever doubtful that Bp will ever get rid of Bonds, lots of sabre rattling for the press, internal audits and a sacrificial lamb.
fluffy
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Breaking news on Sky News
Initial report released tonight Friday at 20-12
Failure of part in main gearbox cauisng "catstrophic failure" and detatchment of main rotor head assembly
Initial report released tonight Friday at 20-12
Failure of part in main gearbox cauisng "catstrophic failure" and detatchment of main rotor head assembly
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http://www.aaib.gov.uk/cms_resources...B%20Report.pdf
Here is the interim report....
What are the differences between the L and L2 MRh Gearbox?
T4
Here is the interim report....
What are the differences between the L and L2 MRh Gearbox?
T4
CH3CH2OH
Air Accidents Investigation: Super Puma accident - 1 April 2009 - Initial Report
In common with similar helicopters operating in the North Sea, the helicopter was additionally equipped with a Health and Usage Monitoring System (HUMS), which comprises a system of sensors around the engines, airframe and drive train. Recorded information includes vibration levels together with gearbox chip detection from a series of magnetic plugs. The data accumulated during helicopter operations is transferred, usually on a daily basis, to the operator’s ground-based computer system.
The data is then subjected to mathematical processes that establish basic signatures and enable trends to be monitored for individual components. The HUMS data for the day’s operation, including the accident flight, has also been recovered. As the result of the discovery of a particle on the main rotor gearbox epicyclic module magnetic chip detector on 25 March a daily inspection of the epicyclic gearbox magnetic chip detector was initiated. Also, the HUMS data was downloaded and analysed each time the helicopter returned to its base at Aberdeen for the next 25 flying hours.
No further abnormalities were identified during this period.
Examination of the wreckage indicates that the accident occurred following a catastrophic failure of the main rotor gearbox (MGB). This resulted in the detachment of the main rotor head from the helicopter and was rapidly followed by main rotor blade strikes on the pylon and tail boom, which became severed from the fuselage. It is apparent that there was also a rupture in the right hand (No2) engine casing, in the plane of the second stage power turbine. This is currently believed to be a secondary feature.
Investigations are continuing in order to understand completely the accident
sequence.
The investigation has so far revealed that the MGB had suffered from a major failure within the epicyclic module. This is supported by HUMS data; however, this is not yet fully understood.
The examination of the MGB is continuing in conjunction with detailed analysis of the HUMS and other recorded information.
The data is then subjected to mathematical processes that establish basic signatures and enable trends to be monitored for individual components. The HUMS data for the day’s operation, including the accident flight, has also been recovered. As the result of the discovery of a particle on the main rotor gearbox epicyclic module magnetic chip detector on 25 March a daily inspection of the epicyclic gearbox magnetic chip detector was initiated. Also, the HUMS data was downloaded and analysed each time the helicopter returned to its base at Aberdeen for the next 25 flying hours.
No further abnormalities were identified during this period.
Examination of the wreckage indicates that the accident occurred following a catastrophic failure of the main rotor gearbox (MGB). This resulted in the detachment of the main rotor head from the helicopter and was rapidly followed by main rotor blade strikes on the pylon and tail boom, which became severed from the fuselage. It is apparent that there was also a rupture in the right hand (No2) engine casing, in the plane of the second stage power turbine. This is currently believed to be a secondary feature.
Investigations are continuing in order to understand completely the accident
sequence.
The investigation has so far revealed that the MGB had suffered from a major failure within the epicyclic module. This is supported by HUMS data; however, this is not yet fully understood.
The examination of the MGB is continuing in conjunction with detailed analysis of the HUMS and other recorded information.
Based on the initial findings of the investigation the following three Safety Recommendations are made:
Safety Recommendation 2009-048
It is Recommended that Eurocopter issue an Alert Service Bulletin to require all operators of AS332L2 helicopters to implement a regime of additional inspections and enhanced monitoring to ensure the continued airworthiness of the main rotor gearbox epicyclic module.
Safety Recommendation 2009-049
It is Recommended that the European Aviation Safety Agency (EASA) evaluate the efficacy of the Eurocopter programme of additional inspections and enhanced monitoring and, when satisfied, make the Eurocopter Alert Service Bulletin mandatory by issuing an Airworthiness Directive with immediate effect.
Safety Recommendation 2009-050
It is Recommended that Eurocopter improve the gearbox monitoring and warning systems on the AS332L2 helicopter so as to identify degradation and provide adequate alerts.
Safety Recommendation 2009-048
It is Recommended that Eurocopter issue an Alert Service Bulletin to require all operators of AS332L2 helicopters to implement a regime of additional inspections and enhanced monitoring to ensure the continued airworthiness of the main rotor gearbox epicyclic module.
Safety Recommendation 2009-049
It is Recommended that the European Aviation Safety Agency (EASA) evaluate the efficacy of the Eurocopter programme of additional inspections and enhanced monitoring and, when satisfied, make the Eurocopter Alert Service Bulletin mandatory by issuing an Airworthiness Directive with immediate effect.
Safety Recommendation 2009-050
It is Recommended that Eurocopter improve the gearbox monitoring and warning systems on the AS332L2 helicopter so as to identify degradation and provide adequate alerts.
Last edited by 5711N0205W; 10th Apr 2009 at 19:42.