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AW139 G-LBAL helicopter crash in Gillingham, Norfolk

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AW139 G-LBAL helicopter crash in Gillingham, Norfolk

Old 22nd Apr 2014, 12:40
  #641 (permalink)  
 
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The Wessex Crash was caused by a mechanical failure as I recall....not Pilot failure as we have seen in the rash of crashes lately.
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Old 22nd Apr 2014, 14:07
  #642 (permalink)  
 
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So why not just program the aircraft to do what you want, hit "Go", sit back and enjoy a cup of Tea while the aircraft flies you to your destination and lands for you?
That is assuming the correct switch/button selections have been made in the correct sequence. Does that always happen? Like any computer, it will only do EXACTLY what you tell it to do. I believe the most commonly heard phrase on fixed-wing flight decks using the autopilot is, 'What's it doing now?'
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Old 14th May 2014, 05:41
  #643 (permalink)  
 
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AAIB Special Bulletin May 2014

Link here
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Old 14th May 2014, 09:01
  #644 (permalink)  
 
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Had problem with above link...
This one should work
Air Accidents Investigation: Download PDF document

yep 212 my bad, but above still NOK

Last edited by 9Aplus; 14th May 2014 at 10:53.
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Old 14th May 2014, 09:32
  #645 (permalink)  
 
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AAIB Special Bulletin
See post #411, 3rd April.....
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Old 14th May 2014, 12:21
  #646 (permalink)  
 
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Sorry about that, in a hurry this morning.
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Old 14th May 2014, 18:06
  #647 (permalink)  
wmy
 
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Does the AW139 have a TU (Transition Up) mode like the AW109SP?
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Old 14th May 2014, 22:25
  #648 (permalink)  
 
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Yes if SAR modes are available.
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Old 27th May 2014, 08:36
  #649 (permalink)  
 
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safety notice re private AOM - IFR departures

http://www.caa.co.uk/docs/33/SafetyNotice2014006.pdf
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Old 27th May 2014, 08:57
  #650 (permalink)  
 
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It reads almost like the summing up report from the AAIB about the crash doesn't it - without apportioning blame (as ever).
Dear dear......how many private operators will take heed. methinks?
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Old 27th May 2014, 11:37
  #651 (permalink)  
 
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Very impressed now at least when a captain is put under pressure to fly they can now simply pull up this document and show the punter what it says and be able to back up their decision to go or not to go

CBS




Discussion in this thread:

Private and Aerial Work Helicopter Operations Guidance On Aerodrome Operating Minima For IFR Departures
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Old 8th Oct 2015, 08:05
  #652 (permalink)  
 
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AAIB Accident Report is out according to BBC radio reports.

Last edited by goofer3; 8th Oct 2015 at 08:10. Reason: Old link deleted.
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Old 8th Oct 2015, 08:22
  #653 (permalink)  
 
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Lord Ballyedmond: Report says pilots unhappy about fog - BBC News

Not the first and sadly won't be the last.
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Old 8th Oct 2015, 12:17
  #654 (permalink)  
 
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Correct link I hope to AAIB Report.

https://assets.digital.cabinet-offic...LBAL_10-15.pdf
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Old 8th Oct 2015, 15:25
  #655 (permalink)  
 
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What sad sad reading .....Oh how I wish my ex-Chief Pilots and those private owners who damned the decisions I made if they didn't suit their wishes could all read and reflect on this AAIB report.
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Old 8th Oct 2015, 16:04
  #656 (permalink)  
 
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Shame the one thing that would have prevented the accident - adequate training in vertical departure profiles on instruments - isn't a recommendation because everyone gets caught up in the Vmini definition.

It is a helicopter and they are capable of safe vertical procedures (as anyone in the military will know) with sole reference to instruments - it is about time the CAA and EASA recognised that and ,mandated it as part of the training and IR.

The military even did it (and some still do) in an unstabilised single, quite safely so in a fully specc'd IFR twin it would be easy peasy.
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Old 8th Oct 2015, 17:42
  #657 (permalink)  
 
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.......especially when the autopilot could do it all for you.
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Old 8th Oct 2015, 18:03
  #658 (permalink)  
 
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The military even did it
....but civilians cannot.

In the hover, checks T&Ps, full power with 10 degrees nose down, hold heading and wait for speed and height to build up. Civilians have to do group A departures which means that they have to be able to see and use their emergency landing zone up to V1; which is around 40 knots. On a vertical departure the decision height would be around 80 feet where one must be able to reject back to the takeoff point or fly away visually.

Popping out of fog at 100 ft. is straightforward enough, I've done it, but not in civilian life.
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Old 8th Oct 2015, 18:12
  #659 (permalink)  
 
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But those guys couldn't have done a CAT A (PC1) profile since they didn't have the clear area ahead nor a cleared helipad environment - and, unless I am mistaken, since they were operating as a private helicopter, they weren't obliged to do so either.

As it happens, 10 degrees nose down and full power (if they had held it until V1 and rotated) would have probably been safer than what they actually did.
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Old 8th Oct 2015, 18:24
  #660 (permalink)  
 
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Harmful speculation

Why doesn't everyone just stop this speculation and shut up for a couple of hours. Disgraceful behaviour - especially with all the negative
Vibes
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