BHS - CHC in Brazil S92 recent event

[Outwest]

I would think that after the initial contact proper positioning on the circle was the least of their concerns :-)

[SASless]

I was talking about BEFORE the excitement!

It was a good recovery AFTER the excitement!

[Outwest]

excitement!

I bet it was that indeed!

[skadi]

When you stop the video at 0:09, there is no damage in the drive shaft area. So I suggest, that the tailboom blade strike occured during the hard landing. That would explain, why there was no spinning of the helicopter.

skadi

[John Eacott]

Originally Posted by skadi

When you stop the video at 0:09, there is no damage in the drive shaft area. So I suggest, that the tailboom blade strike occured during the hard landing. That would explain, why there was no spinning of the helicopter.

skadi

Well spotted!

[skadi]

The guy in front of the helicopter at the edge of the helideck also gave handsignals short prior TR contact, but then preferred to duck for cover...

skadi

[RVDT]

MR Strike, TR Strike, Horizontal fails from TR vibration as it doesn't seem to have hit anything.

Heavy landing etc etc. Write off I would say.

Registration noted - PR-CHR - SN 920112.

Get out the barge pole.

Luck - "a purposeless, unpredictable and uncontrollable force that shapes events favourably or unfavourably for an individual, group or cause"

[John Eacott]

Originally Posted by RVDT

MR Strike, TR Strike, Horizontal fails from TR vibration as it doesn't seem to have hit anything.

The stab failure is in direct line with the tail rotor: I'd suggest the debris in the video may be the tips of the TR flying off, and shredding the stab at the failure line.

[skadi]

At least two of the MR bladetips are looking undamaged, so i presume that there was no MR contact with the structure, just one or two blades flapped into the tailboom.

skadi

[KiwiNedNZ]

Question for those who regularly fly long distances offshore - when something like this happens how the hell are they going to fix it. Obviously have to get new blades out there and I doubt its a 5 min flight to where it is. Do you just strap some spare 92 blades to the side of another 92 ??

[212man]

Originally Posted by John Eacott

Well spotted!

The other clue is that the TR continues to rotate all the way through to shutdown.

[GKaplan]

Originally Posted by KiwiNedNZ

Question for those who regularly fly long distances offshore - when something like this happens how the hell are they going to fix it. Obviously have to get new blades out there and I doubt its a 5 min flight to where it is. Do you just strap some spare 92 blades to the side of another 92 ??

Get it on a ship (having removed all blades - using the rig's crane) and sort it out once back onshore

[Bravo73]

I don't think that aircraft will be flying anywhere anytime soon. It will probably go home by boat.

[skadi]

Originally Posted by 212man

The other clue is that the TR continues to rotate all the way through to shutdown.

...but changes the rotation at the end while MR is still turning slowly !

skadi

[212man]

Originally Posted by skadi

...but changes the rotation at the end while MR is still turning slowly !

skadi

Good spot! I'd turned my attention away. Looks like the drive shaft must have finally disconnected in the last few moments because the TR is clearly being driven initially and is not slowing down on its own.

[Nubian]

Originally Posted by albatross

Interesting damage to the port side sponson float installation. Wonder what caused that.

Hit the deck hard with sideward movement.

[S76Heavy]

Originally Posted by albatross

What seat would you use if you were planning to come to a hover on the port side and transition right onto the deck? Anyhoo the Capt usually sits in the RHS.
A more pertinent question might be why they chose that approach path.

Why would you come to a hover anyway except when already well within/over the aiming circle? I don't fly the S92, I fly something quite underpowered so we aim to fly Cat A to the deck. But not hitting solid objects takes preference over complying with the power requirements if we get it wrong.
With little or no wind we approach at as close to 90 degrees to the deck heading as we feel comfortable with. Either seat pilot is fully capable of landing the aircraft within limits. I'm very curious about the reasoning behind this approach.

[albatross]

[QUOTE=S76Heavy;9743102]Why would you come to a hover anyway except when already well within/over the aiming circle? I don't fly the S92, I fly something quite underpowered so we aim to fly Cat A to the deck. But not hitting solid objects takes preference over complying with the power requirements if we get it wrong.
With little or no wind we approach at as close to 90 degrees to the deck heading as we feel comfortable with. Either seat pilot is fully capable of landing the aircraft within limits. I'm very curious about the reasoning behind this approach.[/QUOTE

I just thought that must have been the plan as the aircraft appeared moving right into the camera frame.

We usually have the pilot with the best view of the helideck do the landing so in this case that would have been RHS.

I have no idea what the reasoning was in this case.

[skadi]

Originally Posted by 212man

Good spot! I'd turned my attention away. Looks like the drive shaft must have finally disconnected in the last few moments because the TR is clearly being driven initially and is not slowing down on its own.

Look at 0:44, you can easily see the rotating end of the interrupted driveshaft. I am still convinced that the taildrive was interrupted when hitting the deck, not before !

skadi

[S76Heavy]

Originally Posted by albatross

We usually have the pilot with the best view of the helideck do the landing so in this case that would have been RHS.

I would hope that is industry standard. We do it in any case. But do you hover next to the deck or is it a continuous movement?