Bristow S76 Ditched in Nigeria today Feb 3 2016
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Anyway, my point being, anybody who comes on here and suggests the mixing unit might need to be re-designed might not know the S76 very well.
Accident investigators (Copterline 103) have had a possibility to follow these tests and also they had chance to make a simulated blockage (blocking pin) to the flight control system of the GENHEL. The immediate reaction of a blockage or a partial blockage has made pilot's flight control inputs to be illogical (pushing the control stick forward and helicopter is banking to the left, making the control stick move to the right the helicopter is pitching down....).
The certification requirements insist that the critical systems or components must be redundant systems or fail safe components. This could be an issue?
The S76B Sutton, 1986, Copterline 2005, Bristow 2015 has had similarities. Helicopters have come suddenly, without any warnings or cautions unflyable and each of these has had lateral spin to the right (collective up position and right pedal down due to Mixing Units mechanical couplings to compensate pilots work load for coordinated flight). All of these three cases have so quick and so confusing cases that none of these three accidents crew has not been able to make MAYDAY call...
It looks like the latest accident in Nigeria has had difficulties of helicopter's controllability? The NCAA together with Nigerian AIB will find out what is the root case for this accident. For sure something has went wrong, wrong badly but not deadly in this last case!
Sudden uncontrollability doesn't seem to fit the description of what happened in this case - they made a safe and controlled ditching (water landing) - the question is - did they need to or not?
...my thoughts, exactly.
Is the UK AAIB likely to release any information publicly, or must they only submit to Nigeria AIB under investigating protocols?
The landing was captured on cockpit video, I'd like to see that, I've never seen a live water landing before. BHNL, knowing far more than we do, must have formed the opinion the crew performed admirably as they "...remain a valued member of the team". Has an S76 crew ever done a successful controlled water landing in response to an in-flight emergency before? I can't think of any.
Is the UK AAIB likely to release any information publicly, or must they only submit to Nigeria AIB under investigating protocols?
The landing was captured on cockpit video, I'd like to see that, I've never seen a live water landing before. BHNL, knowing far more than we do, must have formed the opinion the crew performed admirably as they "...remain a valued member of the team". Has an S76 crew ever done a successful controlled water landing in response to an in-flight emergency before? I can't think of any.
Off the top of my head, ever since Sikorsky sold the S76C++ into the European market with non-compliant FDR. Not noticed on purchase since the people signing the contract didn't have much idea about the technicalities of aviation in Europe and didn't ask anyone who did.
AIUI the camera is just looking at the screens to observe the additional FDR parameters required by glass cockpit helicopters as a substitute (temporary?) for the missing FDR parameters relating to autopilot modes etc. Not sure it would show much about a water landing.
AIUI the camera is just looking at the screens to observe the additional FDR parameters required by glass cockpit helicopters as a substitute (temporary?) for the missing FDR parameters relating to autopilot modes etc. Not sure it would show much about a water landing.
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HC,
You obviously don't know much about FDM in helicopters in Nigeria. The system you are referring to is the Appareo Vision 1000, which was never fitted to the S76 fleet in Nigeria and anyway is not just applicable to glass cockpit helicopters. The camera also is only used to monitor instruments and in quite a number of cases in different operations has been blanked off by pilots hanging their hats over the camera, or simply opening the unit and removing the SD card. A number of the older S76s were retrofitted with the Appareo ALERTS (Aircraft Logging And Event Recording for Training and Safety) system (the same as that fitted to the PAAN B206 and 407s), but this has no camera and is capable of recording a very limited 14 parameters.
You obviously don't know much about FDM in helicopters in Nigeria. The system you are referring to is the Appareo Vision 1000, which was never fitted to the S76 fleet in Nigeria and anyway is not just applicable to glass cockpit helicopters. The camera also is only used to monitor instruments and in quite a number of cases in different operations has been blanked off by pilots hanging their hats over the camera, or simply opening the unit and removing the SD card. A number of the older S76s were retrofitted with the Appareo ALERTS (Aircraft Logging And Event Recording for Training and Safety) system (the same as that fitted to the PAAN B206 and 407s), but this has no camera and is capable of recording a very limited 14 parameters.
I think there are 2 seperate things here, a fudge for the failure of the FDR to meet EASA additional requirements for FDR, and some kit for FDM. As you say though, I don't know what is fitted in Nigeria. For the record I am against cameras for FDM.
It was reported by Nigeria AIB that 3 devices were sent to the UK for assistance with the investigation, the FDR, CVR, and Cockpit video. I've never seen a cockpit video recorder in the S76, I have no idea what it points at. But the accident aircraft had one apparently.
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...my thoughts, exactly.
Is the UK AAIB likely to release any information publicly, or must they only submit to Nigeria AIB under investigating protocols?
The landing was captured on cockpit video, I'd like to see that, I've never seen a live water landing before. BHNL, knowing far more than we do, must have formed the opinion the crew performed admirably as they "...remain a valued member of the team". Has an S76 crew ever done a successful controlled water landing in response to an in-flight emergency before? I can't think of any.
Is the UK AAIB likely to release any information publicly, or must they only submit to Nigeria AIB under investigating protocols?
The landing was captured on cockpit video, I'd like to see that, I've never seen a live water landing before. BHNL, knowing far more than we do, must have formed the opinion the crew performed admirably as they "...remain a valued member of the team". Has an S76 crew ever done a successful controlled water landing in response to an in-flight emergency before? I can't think of any.
Unfortunately while being towed to shore later on, a main gear door (I think) poked a hole in one of the bags, and the machine went belly-up.
At least that's the story I was told.
Lucky then for the operator it turned turtle...I would think it's a much better option to collect the insurance payout on a write-off rather than be left with a repair to an aircraft that's been sitting in salt water.
I'm surprised an empty A-model would have a performance issue with an engine failure after LDP and not making it on the intended landing spot.
I'm surprised an empty A-model would have a performance issue with an engine failure after LDP and not making it on the intended landing spot.
Interesting that we're now 3 weeks past the event, and with 15 pages of posts on this thread we are still totally under speculation mode. The August 2015 accident after about this same period of elapsed time they were pretty sure what caused it and the Emergency AD was going out.
Maybe they've gone back to operating 212's? Obviously a much safer aircraft and more popular with the customers than a C++ 
And it would make economic sense also, much cheaper to operate than a C++, and cheaper to replace should an unfortunate accident occur
And it would make economic sense also, much cheaper to operate than a C++, and cheaper to replace should an unfortunate accident occur
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Gulli
II had the reason for the ditching in post #196. Investigators are looking for the possibility of a possible chafed wire which may have caused the Autopilot issue.
Interesting that we're now 3 weeks past the event, and with 15 pages of posts on this thread we are still totally under speculation mode. The August 2015 accident after about this same period of elapsed time they were pretty sure what caused it and the Emergency AD was going out.
According to information, the same autopilot issue was evident outbound but the crew landed on the rig without a problem and attempted to troubleshoot Then after departure when the issue came up again decided to ditch.
The latest Sikorsky All Operators Letter includes these paragraphs, which tend to support TM and II's comments:
It is the responsibility of the flight crew to continuously monitor all flight and navigation instruments to ensure that the aircraft is on its intended flight path and operating within the approved flight envelope at all times, with or without AFCS engaged. The flight crew has 100% control authority over the AFCS system at all times. All AFCS failure modes can be overridden by the pilot. At any time the pilot can deselect some or all of the autopilot features by depressing the panel switches (Coupled, Trim, SAS, etc.) and can manually fly the aircraft with full control authority. The aircraft is approved for VFR flight throughout the envelope with all autopilot, stability and trim functions selected off.
Investigation of S-76C serial no. 760780 September 2012 (Humberside Airport) incident identified that an electrical short had occurred in a wiring harness located in the cabin overhead area. Subsequent to this finding, the operating company issued a fleet-wide technical directive to inspect the wiring harness for signs of damage and to take corrective action where appropriate.
Still waiting to see some evidence that warrants putting the aircraft into the water.........
Still waiting to see some evidence that warrants putting the aircraft into the water.........
