French Squirrel missing in Antarctica
Sad news - RIP. Normally Squirrels are the most reliable aircraft in those type operations. Hopefully the cause is found out.
The news said there was a Mechanic on board. Does anyone know if it was an Australian, as I now that Helicopter Resources from Tyabb/Hobart often lease machines and personnel to the French????
Ta, KP
The news said there was a Mechanic on board. Does anyone know if it was an Australian, as I now that Helicopter Resources from Tyabb/Hobart often lease machines and personnel to the French????
Ta, KP
SM,
I think if you spread any helicopter over 150 metres "crashworthiness" may not be applicable.
I think if you spread any helicopter over 150 metres "crashworthiness" may not be applicable.
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My condolences.
I read an article int he late '90s which described a mission in the Antarctic run by Australian Helicopters and they used two S-76's who flew together whereever they went and they had enough survival gear on board to last out in the wild for 5 days ish. they were used for the scientists not for resupply.
Excellent article it was and explained how harsh it's down there.
I would love to do a stint if they would allow me.
I read an article int he late '90s which described a mission in the Antarctic run by Australian Helicopters and they used two S-76's who flew together whereever they went and they had enough survival gear on board to last out in the wild for 5 days ish. they were used for the scientists not for resupply.
Excellent article it was and explained how harsh it's down there.
I would love to do a stint if they would allow me.
Thread Starter
And just who has the EGPWS GPS database with ice packs, icebergs and up to date levels on the Antarctica continent and surrounding ocean, which vary daily? What has that to do with "Totally inadequate aircraft for the conditions"?
I rest my case: SM, a wind up merchant who has little idea of the real world of Rotorheads
I rest my case: SM, a wind up merchant who has little idea of the real world of Rotorheads
Very sad to hear of this incident.
But I wonder... wouldn't an "active" TCAS allow the pilots to "see" each other in flight? If one aircraft can interrogate the other's transponder independantly of ATC/ground-based radar, then each one should always be able to know where the other one is at all times.
But I wonder... wouldn't an "active" TCAS allow the pilots to "see" each other in flight? If one aircraft can interrogate the other's transponder independantly of ATC/ground-based radar, then each one should always be able to know where the other one is at all times.
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Condolences.....
A couple of points I'd like to add WRT Ice ops. I am NOT an ice expert so, these may not have applied to this case but just general contribution - thanks.
Transiting aircraft in Antarctica should ideally travel together and vote as one. Basic CRM applies. One out all out - default to the most conservative.
No problem working nearby each other but those who know put a 50 mile limit on spread between aircraft during ops.
Always wear the correct level of thermal gear so if you don't get to the survival kit you have some chance of sitting warm until helps arrives. A down coat or sleeping/survival bag in the cargo bay is no value if you are hurt and stuck in the front.
If the weather is marginal there is absolutely no skin off anyone's nose to return from whence you came or land. Clients may whine, but they are usually the ones not in the aircraft - those who are in the aircraft will have to accept the PIC decision.....not always pleasant conversation - but always done.
Most operators use 15 minute skeds as well as any other flight following.
18 -24 hours of daylight is no guarantee of visibility.
Turbulence can also be an issue even 10 miles down wind of ridges in the Antarctic Mountain Ranges - enough to risk damage and control issues.
Passengers deserve the highest level of protection the PIC can offer (Applies to EMS also). Even if you are a risk taker yourself, you cannot impose this on others who may have a different slant on risk assessment.
Base TAF once read winds 240/80G100 - this happens occasionally during the summer season.
Steve, not everyone had the benefit of the great IFR introduction you had. Not a bad general comment though.
I make no judgement regarding this particular tragedy - there but for the grace of......etc.
DD
A couple of points I'd like to add WRT Ice ops. I am NOT an ice expert so, these may not have applied to this case but just general contribution - thanks.
Transiting aircraft in Antarctica should ideally travel together and vote as one. Basic CRM applies. One out all out - default to the most conservative.
No problem working nearby each other but those who know put a 50 mile limit on spread between aircraft during ops.
Always wear the correct level of thermal gear so if you don't get to the survival kit you have some chance of sitting warm until helps arrives. A down coat or sleeping/survival bag in the cargo bay is no value if you are hurt and stuck in the front.
If the weather is marginal there is absolutely no skin off anyone's nose to return from whence you came or land. Clients may whine, but they are usually the ones not in the aircraft - those who are in the aircraft will have to accept the PIC decision.....not always pleasant conversation - but always done.
Most operators use 15 minute skeds as well as any other flight following.
18 -24 hours of daylight is no guarantee of visibility.
Turbulence can also be an issue even 10 miles down wind of ridges in the Antarctic Mountain Ranges - enough to risk damage and control issues.
Passengers deserve the highest level of protection the PIC can offer (Applies to EMS also). Even if you are a risk taker yourself, you cannot impose this on others who may have a different slant on risk assessment.
Base TAF once read winds 240/80G100 - this happens occasionally during the summer season.
Steve, not everyone had the benefit of the great IFR introduction you had. Not a bad general comment though.
I make no judgement regarding this particular tragedy - there but for the grace of......etc.
DD
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Well i dont think its much good having IFR aircraft just for the sake of it, wheres the nav aids in Antarctica?
The US navy certainly got the message that two pilot IFR aircraft are as likely to crash down there as singles if you make bad calls or are just unlucky.
The kiwi airforce certainly wrecked their fair share from poor piloting as well and the americans had the high profile crash of a 212 a few years ago.
The Astar is a great aircraft for operations in Antarctica and this accident may just prove to be pilot error which as we all know can happen to any aircraft anywhere.
As for flight following, there are plenty of ways to track aircraft automatically. I think its also cumpulsory on the American operations at McMurdo to use satellite tracking.
Either way its a real shame but thats the nature of operations down there.
The US navy certainly got the message that two pilot IFR aircraft are as likely to crash down there as singles if you make bad calls or are just unlucky.
The kiwi airforce certainly wrecked their fair share from poor piloting as well and the americans had the high profile crash of a 212 a few years ago.
The Astar is a great aircraft for operations in Antarctica and this accident may just prove to be pilot error which as we all know can happen to any aircraft anywhere.
As for flight following, there are plenty of ways to track aircraft automatically. I think its also cumpulsory on the American operations at McMurdo to use satellite tracking.
Either way its a real shame but thats the nature of operations down there.
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TukTuk BoomBoom, curious as to what the Kiwi Air Force wrecked down there? I was on the ice in 86 and the US Navy lost some UH-1N's. My wife worked in base hospital down there in 02-03, when PHI 212 crashed in Dry Valley's. Lucky to be alive and walking those two, have seen the pictures.
As far a I know RNZAF has done Iroquois engine and transmission changes out in the field, but never heard of any accidents down there.
Cheers
KC
As far a I know RNZAF has done Iroquois engine and transmission changes out in the field, but never heard of any accidents down there.
Cheers
KC
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Crash in Antarctica. The victims identified
Crash in Antarctica. The victims identified
The helicopter crash, which occurred last Thursday in Antarctica a hundred miles from the Dumont d'Urville, has killed four people. This is Frederick Vuillaume, 39, Ain, Anthony Mangel, 27, Vosges, two contractual French Polar Institute Paul Emile Victor, who spent four months a year in Antarctica on raids association with Concordia, Lionel Guignard, helicopter pilot, and John Arquier mechanic.
The helicopter crash, which occurred last Thursday in Antarctica a hundred miles from the Dumont d'Urville, has killed four people. This is Frederick Vuillaume, 39, Ain, Anthony Mangel, 27, Vosges, two contractual French Polar Institute Paul Emile Victor, who spent four months a year in Antarctica on raids association with Concordia, Lionel Guignard, helicopter pilot, and John Arquier mechanic.
