EC225 crash near Bergen, Norway April 2016
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Just for info, since the REDW incident, all oil and gas aircraft flying in the North Sea have to have a hums download and the data analysis before d next flight. this is a CRS requirement needing a signature from a qualified engineer.
Any HUMS issues between flights have to be logged and reported, delaying or stopping the next flight as necessary.
Any HUMS issues between flights have to be logged and reported, delaying or stopping the next flight as necessary.
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REDHANDED (13 posts in 5.5 years, half on this thread): Well done on your rapid learning!!!!
At 08:26 you said:
By 12:04 you have found the CAP that supports the UK regulation that requires HUMS (the Norwegian have a rule in the BSL too and EASA have published the rule to expand that across Europe):
However that is the MEL limit not the guidance on how often to download*.
The CAA guidance earlier in that CAP is that HUMS should be downloaded ideally even during rotors running turnarounds.
Though that was common practice with some operators before.
However, at this stage assumptions of what or might not have detected something and when are fantasy only.
ahmen
* OGP don't even quote that as they still refer to a CAP that was redundant when CAP753 was issued in 2006! OGP guidelines are only for daily downloads (and I'm sure they would oppose rotors running HUMS downloads, especially offshore).
At 08:26 you said:
Why are the authorities so against forcing the operators to monitor and use the HUMS data?
The guidance to operators given in CAP 753 states that the period between the successful download and assessment of any primary VHM indicator, used for monitoring the engine and rotor drive system components, should not exceed 25 hours.
The CAA guidance earlier in that CAP is that HUMS should be downloaded ideally even during rotors running turnarounds.
Just for info, since the REDW incident, all oil and gas aircraft flying in the North Sea have to have a hums download and the data analysis before d next flight.
However, at this stage assumptions of what or might not have detected something and when are fantasy only.
but we went round and round this buoy at the time and it got tedious.
* OGP don't even quote that as they still refer to a CAP that was redundant when CAP753 was issued in 2006! OGP guidelines are only for daily downloads (and I'm sure they would oppose rotors running HUMS downloads, especially offshore).
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Just for info, since the REDW incident, all oil and gas aircraft flying in the North Sea have to have a hums download and the data analysis before d next flight. this is a CRS requirement needing a signature from a qualified engineer.
Any HUMS issues between flights have to be logged and reported, delaying or stopping the next flight as necessary.
Any HUMS issues between flights have to be logged and reported, delaying or stopping the next flight as necessary.
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REDHANDED credit where credit is due, this point is sound.
Though there is no guarantee that every failure will be detectable.
The alerts are only as good as the algorithms used to set them. We need more data inputs from the manufacturers and operators to enable better alert thresholds to be set so that warnings can be actioned in good time.
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REDHANDED (13 posts in 5.5 years, half on this thread): Well done on your rapid learning!!!!
At 08:26 you said:
By 12:04 you have found the CAP that supports the UK regulation that requires HUMS (the Norwegian have a rule in the BSL too and EASA have published the rule to expand that across Europe):
However that is the MEL limit not the guidance on how often to download*.
The CAA guidance earlier in that CAP is that HUMS should be downloaded ideally even during rotors running turnarounds.
Though that was common practice with some operators before.
However, at this stage assumptions of what or might not have detected something and when are fantasy only.
ahmen
* OGP don't even quote that as they still refer to a CAP that was redundant when CAP753 was issued in 2006! OGP guidelines are only for daily downloads (and I'm sure they would oppose rotors running HUMS downloads, especially offshore).
At 08:26 you said:
By 12:04 you have found the CAP that supports the UK regulation that requires HUMS (the Norwegian have a rule in the BSL too and EASA have published the rule to expand that across Europe):
However that is the MEL limit not the guidance on how often to download*.
The CAA guidance earlier in that CAP is that HUMS should be downloaded ideally even during rotors running turnarounds.
Though that was common practice with some operators before.
However, at this stage assumptions of what or might not have detected something and when are fantasy only.
ahmen
* OGP don't even quote that as they still refer to a CAP that was redundant when CAP753 was issued in 2006! OGP guidelines are only for daily downloads (and I'm sure they would oppose rotors running HUMS downloads, especially offshore).
In the video it is interesting to see that there are only four blades still attached.
I thought I would provide a source document of some facts (notwithstanding that the ditchings happened 4 years ago and a lot has gone on since then, Mitchaa mentions it above) that we can all use as a starting point for our discussions rather than what somebody was told in the pub by his mate who works offshore.
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Thanks, a prime example of why we aren't getting anywhere with safety! You think it's tedious to try and influence how we approach a subject that has potential to save lives?
Its just you are also firing a speculative blame out in all directions at the same time (including on 4 year-old accidents you had no prior comment on).
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There is a very clear photo on page 2 of this post that shows the rotor on the ground. Some videos are clearer than others as well - looks like all blades intact to me but of course damage not clear.
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Professional helicopter pilots buy a ticket in the Great Gearbox Lottery every time we fly.
We have all heard of rotor head separation before but I believe that this is the first time it has ever been captured on camera.
To see that rotor head, the size of a small house, rotating down without the rest of the aircraft sent a chill right down my spine.
Yes the passengers would have been terrified but only the pilots would have known the absolute finality of what was happening.
Made an entry in my diary, simply says: "Bugger"
We have all heard of rotor head separation before but I believe that this is the first time it has ever been captured on camera.
To see that rotor head, the size of a small house, rotating down without the rest of the aircraft sent a chill right down my spine.
Yes the passengers would have been terrified but only the pilots would have known the absolute finality of what was happening.
Made an entry in my diary, simply says: "Bugger"
Professional helicopter pilots buy a ticket in the Great Gearbox Lottery every time we fly.
We have all heard of rotor head separation before but I believe that this is the first time it has ever been captured on camera.
To see that rotor head, the size of a small house, rotating down without the rest of the aircraft sent a chill right down my spine.
Yes the passengers would have been terrified but only the pilots would have known the absolute finality of what was happening.
Made an entry in my diary, simply says: "Bugger"
We have all heard of rotor head separation before but I believe that this is the first time it has ever been captured on camera.
To see that rotor head, the size of a small house, rotating down without the rest of the aircraft sent a chill right down my spine.
Yes the passengers would have been terrified but only the pilots would have known the absolute finality of what was happening.
Made an entry in my diary, simply says: "Bugger"
Perhaps Redhanded would be well advised to educate himself where the industry is now with HUMS rather than look back at history and outdated CAA guidelines.
Safety Information | HeliOffshore
I also see 5 blades on the video!
Safety Information | HeliOffshore
I also see 5 blades on the video!
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Perhaps Redhanded would be well advised to educate himself where the industry is now with HUMS rather than look back at history and outdated CAA guidelines.
Safety Information | HeliOffshore
I also see 5 blades on the video!
Safety Information | HeliOffshore
I also see 5 blades on the video!
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