Bristow S76 Ditched in Nigeria today Feb 3 2016
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nowherespecial,
You talk about it being a 'fact' that long-standing Bristow customers in Nigeria are writing tenders that they know only Bristow can fulfil. If it's a fact, then substantiate it. If not I'll treat it as yet more rubbish on this thread on which so much drivel has been spouted.
You talk about it being a 'fact' that long-standing Bristow customers in Nigeria are writing tenders that they know only Bristow can fulfil. If it's a fact, then substantiate it. If not I'll treat it as yet more rubbish on this thread on which so much drivel has been spouted.
Soggy,
So touchy. OK so lets call a spade a spade: XOM with the tender which states S76D experienced operators only. Only operator at time of writing was BRS. XOM knew that. Hard to compete with that knowing how long it takes to get new ac into the country and BRS being launch customer.
Happy?
So touchy. OK so lets call a spade a spade: XOM with the tender which states S76D experienced operators only. Only operator at time of writing was BRS. XOM knew that. Hard to compete with that knowing how long it takes to get new ac into the country and BRS being launch customer.
Happy?
Only operator at time of writing was BRS. XOM knew that.
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nowherespecial,
'XOM with tender which states S76D experienced operators only', is merely what you are saying and you have substantiated nothing.
Some XOM management in Houston (which after all is where these things are actually decided) may be ex-Bristow as are a lot of aviation managers in many oil companies. That's scarcely surprising as Bristow is one if the world's largest operators and has both trained and employed from other sources a lot of good aviators. In Nigeria that a lot of Nigerian aviation managers in oil companies are ex-Bristow is scarcely surprising when Bristow was the only company paying for ab-initio helicopter training for very many years
'XOM with tender which states S76D experienced operators only', is merely what you are saying and you have substantiated nothing.
Some XOM management in Houston (which after all is where these things are actually decided) may be ex-Bristow as are a lot of aviation managers in many oil companies. That's scarcely surprising as Bristow is one if the world's largest operators and has both trained and employed from other sources a lot of good aviators. In Nigeria that a lot of Nigerian aviation managers in oil companies are ex-Bristow is scarcely surprising when Bristow was the only company paying for ab-initio helicopter training for very many years
Apologies for the slight thread drift but do we know that it was a 'serviceable aircraft'? Was any report ever published (for public consumption)?
Soggy, have you read the tender? It's not public source so I will not be able to share it openly but I feel like I'm talking from a position of strength on this topic having, you know, read it.
Apologies for the slight thread drift but do we know that it was a 'serviceable aircraft'? Was any report ever published (for public consumption)?
Yes, and yes and no. Well, serviceable in respect of its flying functions but the WX RADAR was u/s (can't remember if totally or partially). Report was internal to BHL and although it 'padded things out' with micro-burst discussions and comments about Wx forecasting, for the lay audience, it appeared - to me - that it was a classic case of loss of IAS whilst turning 'blind' 180 degrees in a DVE, with both sets of eyes outside. Caught too late to avoid water contact after power application.
Pardon my ignorance 212, but what is DVE? And thanks in advance, would have been nice to see the report since we can all learn, being the whole point behind reports after all.
Megan,
Degraded Visual Environment is a term coined for environmental conditions that impair the visual orientation of a helicopter pilot during flight or landing. These conditions include brown-out, but also white-out, night, glare, fog & mist (and any combination of these). DVE can lead to reduced situational awareness (SA), increased pilot workload, and the partial or total loss of aircraft control.
https://easa.europa.eu/system/files/...SA.2011.02.pdf
Cheers,
Finalchecksplease
Degraded Visual Environment is a term coined for environmental conditions that impair the visual orientation of a helicopter pilot during flight or landing. These conditions include brown-out, but also white-out, night, glare, fog & mist (and any combination of these). DVE can lead to reduced situational awareness (SA), increased pilot workload, and the partial or total loss of aircraft control.
https://easa.europa.eu/system/files/...SA.2011.02.pdf
Cheers,
Finalchecksplease
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Agip
Off subject, just heard Aero Contractors C/P has been recruiting capable 139 pilots as they are taking over the AGIP contract with four 139's. He has made quite a few phone calls. Any comments as again Bristow loses another contract. When will they just throw in the towel and realize the Nationalization program will never fly (pardon the pun) and corruption has been and always will be the way of life in that country.
Nigerian In Law
BKJ crew had DVE ? Au contaire. Farnborough analysed all cockpit/aircraft data and concluded it was caused by a microburst.
NEO
NEO
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Farnborough analysed all cockpit/aircraft data and concluded it was caused by a microburst.
This 3rd of February accident case looks like to have similarities that the Baltic Sea Accident had. All information is hidden, reports are delayed and even the preliminary report is ready but not published yet.
NCAA has ordered an additional maintenance checks to be completed within 72 hours. If you are looking ATA numbers you are able to "locate the area of technical interest".
Bristow's legal Director Tolu Olubajo has stated on the 10th of March that all the Sikorsky S76 series pilots will be sent on simulator training "...we have sent all pilots on simulator.... simulator training on current handling of the aircraft, we are conducting test like hydraulic test....
For me this all is telling the area of interest (mandatory additional maintenance within next 72 hours and the focus for "hydraulic test". The S76 hydraulic text is the Stick Jump Test. This test is checking that the both channels of each Servo Actuator is in the same condition. This check is only able to isolate defaults if the leakage rate is different on # 1 and #2 channel.
The idea of microburst is like an idea of water spouts. If the case has been a microburst or even several microburst case the helicopter wouldn't be affected long time of these microbursts. The helicopter should be recovered and after this the helicopter should normally be flyable. The event "loss of helicopter controllability" was located quite far away from shore line. What is the likelhood for microburst's so faraway from shoreline??? Why the problem persisted for a long tiem and finally ended with the controlled landing to the sea?
I would like to see the FDR data and to have information is the hydraulic fluid contaminaed. If the hydraulic fluid is contaminated then the problem is in the Servo Actuator. This Servo Actuator default without any cautions (Master Caution and Servo Jam) helicopter will come unflyable.
This all above could be a relevant also in to 12th August, 2015 accident. The top question is "is the fluid contaminated or not?"
I really hope that I'm wrong!
Copterline
Waterspout was relating to BKJ which was a 332L not an S-76.
August 15 accident has no determined official cause but since nothing has come out of the NAIB other than the control rod end, you can draw your own conclusions (which you clearlly have already done)
3rd February accident will not show any mechanical defects with the aircraft which would make it necessary to ditch.
Waterspout was relating to BKJ which was a 332L not an S-76.
August 15 accident has no determined official cause but since nothing has come out of the NAIB other than the control rod end, you can draw your own conclusions (which you clearlly have already done)
3rd February accident will not show any mechanical defects with the aircraft which would make it necessary to ditch.
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NEO,
There is no report on 5N-BKJ on the UK AAIB website. I thought it was the Bristow global safety department in Aberdeen which concluded that it was caused by a microburst (nothing to do with a waterspout as mentioned by II).
Geoffers,
I think your explanation of the Taiwanese CG crash is more likely from my experiences flying Dauphins in my last company, though I await the official report rather than indulge in speculation.
There is no report on 5N-BKJ on the UK AAIB website. I thought it was the Bristow global safety department in Aberdeen which concluded that it was caused by a microburst (nothing to do with a waterspout as mentioned by II).
Geoffers,
I think your explanation of the Taiwanese CG crash is more likely from my experiences flying Dauphins in my last company, though I await the official report rather than indulge in speculation.
Nigerian In Law
Keke,
IIRC in the case of BKJ the microburst conclusion was reached after Farnborough analysed the data having been requested to do so by the NAAIB.
Although a lot of water has passed under the bridge and I stand to be corrected.
Cheers,
NEO
IIRC in the case of BKJ the microburst conclusion was reached after Farnborough analysed the data having been requested to do so by the NAAIB.
Although a lot of water has passed under the bridge and I stand to be corrected.
Cheers,
NEO
Here is the prelim report:
http://www.aib.gov.ng/files/pre-repo...tow-5N-BQJ.pdf
Yaw trim issue, fighting the DAFCS and maybe some uncoupling and PIO? Combined with a mental picture of August 12th?
http://www.aib.gov.ng/files/pre-repo...tow-5N-BQJ.pdf
Yaw trim issue, fighting the DAFCS and maybe some uncoupling and PIO? Combined with a mental picture of August 12th?