SAR S-92 Missing Ireland
The trouble is keeping people honest.
if you are on a job where the letdown and winching are demanding/tricky/challenging then it is valid to claim those as trg stats (but not hours) since you were doing the job for real.
However, if the job was easy peasy in simple conditions, it is disingenuous (but probably legal) to claim those stats against your training. The whole point of training is to make it challenging so that your skills are honed ready for the difficult rescue.
Otherwise you are in the same boat as the 5 mins under the hood doing clearing turns as radar trg brigade.
'Train hard - fight easy' is an old adage but very appropriate to SARops.
if you are on a job where the letdown and winching are demanding/tricky/challenging then it is valid to claim those as trg stats (but not hours) since you were doing the job for real.
However, if the job was easy peasy in simple conditions, it is disingenuous (but probably legal) to claim those stats against your training. The whole point of training is to make it challenging so that your skills are honed ready for the difficult rescue.
Otherwise you are in the same boat as the 5 mins under the hood doing clearing turns as radar trg brigade.
'Train hard - fight easy' is an old adage but very appropriate to SARops.
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Sounds like train hard fight easy was not the daily mantra. Especially when you discover that the low hills behind the ‘Fr Ted house’ from the 90’s tv series are considered a valid area to conduct mountain flying training according to operations manuals (highest point 1129ft). Or conducting deck winching currency, day or night, to static tankers at anchor in estuaries. But relevant is the LLIF question, also radar letdowns and transits such as that which was central to this accident. How often, what rearcrew involvement if any given most are not trained as navigators at odds with UKSAR, plus the CRM question given evidence from the transcript of the PF also programming the FMS which is an instant red flag from any offshore or SAR operator elsewhere.
Sounds very much like the 'box-ticking, make the stats look good' approach with little oversight or quality assurance.
As the old saying goes - 'If you think flight safety is expensive, try having an accident and see what happens'.
It's being reported by RTÉ that the AAIU is still working on the report into the loss of Rescue 116 and that the final version won't be published before March.
https://www.rte.ie/news/ireland/2018...-crash-report/
JAS
The Air Accident Investigation Unit says the extent of the inquiry into the fatal crash of Coast Guard Rescue Helicopter 116 means a final report on the matter will not be completed by the first anniversary of the incident.
JAS
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Originally Posted by [email protected]
As the old saying goes - 'If you think flight safety is expensive, try having an accident and see what happens'.
If I read the above link correctly, it suggests that the IAA produced a database with certain terrain elements msssing in it? Did I just read that correctly?
So isn't it the IAA that are going to get the full weight of the law thrown at them for the cause of this accident and not CHC?
I must be missing the point here.................................
It later emerged that the island was not included on the helicopter's onboard warning system due to missing navigational data on maps published by the Irish Aviation Authority.
I must be missing the point here.................................
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If I read the above link correctly, it suggests that the IAA produced a database with certain terrain elements msssing in it? Did I just read that correctly?
So isn't it the IAA that are going to get the full weight of the law thrown at them for the cause of this accident and not CHC?
I must be missing the point here.................................
So isn't it the IAA that are going to get the full weight of the law thrown at them for the cause of this accident and not CHC?
I must be missing the point here.................................
The data within them is subject to the limitations of the data gathering, reducing and storage algorithms.
I feel the quoted statement is therefore a little misleading.
I think it's misleading as, although the IAA ay be responsible for the aeronautical information on their charts, the actual topographical map will have come from Ordinance Survey Ireland. Where the digital database for the EGPWS comes from is unclear but, given that it will be the same as the Fixed Wing variants it is not a huge surprise that it does not have the level of detail that would include rocks in the sea. The greatest acuity is in the vicinity of airports.
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AAIU Interim Statement.
Last edited by norunway; 16th Mar 2018 at 11:59. Reason: Wrong title.
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Why is Blackrock island STILL missing from ordnance survey Ireland topographical data a year later?? You can see this on the geohive website.
The Island is accurately charted on old maps from centuries ago. But not on current maps from OSI. It's a bizarre situation and even more bizarre that it doesn't appear to have been rectified.
Obviously there were many factors to this accident but I am surprised that the interim report makes hardly any mention of the charting issues.
The Island is accurately charted on old maps from centuries ago. But not on current maps from OSI. It's a bizarre situation and even more bizarre that it doesn't appear to have been rectified.
Obviously there were many factors to this accident but I am surprised that the interim report makes hardly any mention of the charting issues.
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The Link worked for me just now....
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Just noticed a minor update on March 1st.
Second Interim Statement: Accident Sikorsky S-92A, registration (EI-ICR) at Black Rock Co. Mayo, 14 March 2017 at 00.46 hrs | AAIU.ie
Air Accident Investigation Unit Ireland
Interim Statement --- 1 March 2019
Investigation into Accident involving S92A helicopter EI-ICR (R116)Black Rock, Co. Mayo on 14 March 2017As per International Convention, EU Regulation and domestic Law relating to accident investigation, it is required that, if the final report into an air accident investigation cannot be made public within 12 months, the Air Accident Investigation Unit shall release an Interim Statement at least at each anniversary of the accident or serious incident, detailing the progress of the investigation and any safety issued raised. Work on the preparation of a Draft Report is at an advanced stage.
Rather than preparing another detailed Interim Statement, which would detract from the ongoing work of preparing the Draft Report, the Investigation is focussing its efforts on finalising the Draft Report. Once finalised, the Draft Report will be circulated, in confidence, to interested parties as soon as possible.
Accordingly, a detailed Interim Statement is not being issued on the occasion of the second anniversary of this accident.
-END-
Interim Statement --- 1 March 2019
Investigation into Accident involving S92A helicopter EI-ICR (R116)Black Rock, Co. Mayo on 14 March 2017As per International Convention, EU Regulation and domestic Law relating to accident investigation, it is required that, if the final report into an air accident investigation cannot be made public within 12 months, the Air Accident Investigation Unit shall release an Interim Statement at least at each anniversary of the accident or serious incident, detailing the progress of the investigation and any safety issued raised. Work on the preparation of a Draft Report is at an advanced stage.
Rather than preparing another detailed Interim Statement, which would detract from the ongoing work of preparing the Draft Report, the Investigation is focussing its efforts on finalising the Draft Report. Once finalised, the Draft Report will be circulated, in confidence, to interested parties as soon as possible.
Accordingly, a detailed Interim Statement is not being issued on the occasion of the second anniversary of this accident.
-END-
So a second interim statement saying that there won't be a second interim statement...................