AW139 G-LBAL helicopter crash in Gillingham, Norfolk
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It depends which VPN you use, I note "IP Vanish" does not work with BBC iplayer anymore, but "VPN Express" continues to work for example.
Update:- IP Vanish is working now, but for some reason it wasn't at lunchtime.
Update:- IP Vanish is working now, but for some reason it wasn't at lunchtime.
Last edited by SFIM; 14th Jan 2016 at 17:49.
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Two screen grabs from the BBC report.
The first being a view of the machine from the house just before departure. The words are text of the voice-over by the person taking the video. For reference, the centre light is the aircraft strobe:
The second, a shot of the pad on a different day
The first being a view of the machine from the house just before departure. The words are text of the voice-over by the person taking the video. For reference, the centre light is the aircraft strobe:
The second, a shot of the pad on a different day
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Voice recording from Gillingham helicopter crash to remain confidential.
Voice recordings from fatal Gillingham helicopter crash will remain confidential - Crime - Eastern Daily Press
Voice recordings from fatal Gillingham helicopter crash will remain confidential - Crime - Eastern Daily Press
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Glad to see some common sense being applied here. The primary duty of a coroner in the UK is to find out what happened and decide on the cause of death. They have a secondary duty to make recommendations to prevent future deaths, so it is easy to see why a coroner would ask for this information. However, CVRs were introduced into aviation under a great deal of suspicion and their use has become accepted because we all now understand and believe in their ability to prevent accidents and the anonymity of the information they capture. Routinely releasing CVR information to legal entities would likely result in a lot of unexplained technical problems with them!
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This is still in process, be interesting to see if the precedent is set despite the judges assertion:
Scottish Court Orders Release of Sumburgh Helicopter CVFDR - Aerossurance
Scottish Court Orders Release of Sumburgh Helicopter CVFDR - Aerossurance
Avoid imitations
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It's been some time since this thread was near the top of the pile.
However, due to a "no-fly" day I decided to re-read it. I might be mistaken but it appears that more than one thread was merged into the original.
CAA Safety Notice 006/2014 was mentioned. This has been replaced by Safety Notice SN-2016/001 and is downloadable from the web.
I think it's worth pointing this out because many of the more contentious points discussed in the thread have been addressed by the CAA in that document. Almost as if the CAA have been following this thread..... It's well worth a read!
However, due to a "no-fly" day I decided to re-read it. I might be mistaken but it appears that more than one thread was merged into the original.
CAA Safety Notice 006/2014 was mentioned. This has been replaced by Safety Notice SN-2016/001 and is downloadable from the web.
I think it's worth pointing this out because many of the more contentious points discussed in the thread have been addressed by the CAA in that document. Almost as if the CAA have been following this thread..... It's well worth a read!
Shy - I'm far too lazy to google it - could you post a link?
Thanks Overthawk
Shy - no mention of military-style IF take offs - the only thing (other than not taking off) that might have prevented that accident.
Shy - no mention of military-style IF take offs - the only thing (other than not taking off) that might have prevented that accident.
I'm sure you would have saved the day as usual Crab with your superior ability. The rest of us will have to keep on struggling to say no to our nefarious masters in the civilian world.
Rather an unnecessary jibe - the crew didn't say no and they didn't know how to depart the field safely.
A mil-style IF take off isn't a superior skill, it's very easy and very much safer than cuffing it and crashing.
A mil-style IF take off isn't a superior skill, it's very easy and very much safer than cuffing it and crashing.
Knowing your own personal limitation helps also!
The military does not have a monopoly of this kind of flying. It's really not that hard.
Since the technique is used in civil flying as discussed, why is it not a basic part of the IR (either the training or the test)?
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This talk of "it's easy to do" surely goes totally against what the CAA paper is trying to implement - correct pilot decision making / CRM.
In all probability they were unable to reach the minimum of Vmini / Vtoss as stated being required due to lack of forward visibility and ability to reject before becoming IMC?
In all probability they were unable to reach the minimum of Vmini / Vtoss as stated being required due to lack of forward visibility and ability to reject before becoming IMC?
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Crab - I believe it's been mentioned in a previous post but at one stage, following advice to the CAA from the AAIB after an incident involving a B214ST we did in fact introduce the military style IF take off as part of the LPC. Sadly it disappeared. I don't think it was popular with the non-UK owned helicopter operators.
That said it did actually present a problem for those helicopters that had a Vmini - usually around 50knots. It rather begged the question how can you plan to enter IMC below the official airspeed for IFR flight?
If somebody can explain to me how we can - even today - depart the offshore helideck on a pitch black night and follow the RFM limitations I would be pleased to know.
G.
That said it did actually present a problem for those helicopters that had a Vmini - usually around 50knots. It rather begged the question how can you plan to enter IMC below the official airspeed for IFR flight?
If somebody can explain to me how we can - even today - depart the offshore helideck on a pitch black night and follow the RFM limitations I would be pleased to know.
G.
geoffers - yes it is a difficult issue but assumes if the RFM says Vmini is say 50 kts then it is not possible to fly the aircraft on instruments below that speed, something we all know is not true.
tistisnot - yes, the correct decision would have been to stay on the ground but the reality is that owners/hirers will continue to press pilots to go when logic says not. At least have a technique in your repertoire to deal with that rather than spear in under pressure.
tistisnot - yes, the correct decision would have been to stay on the ground but the reality is that owners/hirers will continue to press pilots to go when logic says not. At least have a technique in your repertoire to deal with that rather than spear in under pressure.