Squirrel helicopter crash in Bergen, Norway May 2017
G-SASY - are you a relative or is that just coincidence?
And I do, he does and I suspect you know it
And I do, he does and I suspect you know it
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Originally Posted by [email protected]
G-SASY - are you a relative or is that just coincidence?
And I do, he does and I suspect you know it
And I do, he does and I suspect you know it
.... the photo Nige321 found is not a terribly good likeness.
Last edited by G-SASY; 31st May 2017 at 06:01.
Seems a certain someone has taken to using legal threat to have posts he doesn't like removed - shame on you
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SS Bacarella back in Bergen
According to NRK.NO :
David Tang , the lucky survivor of the heli crash in Byfjorden was in good shape and held a big diner for his Norwegian rescuers yesterday.
He said he did not remember much and wanted to thank them and hear the story firsthand.
The local RedningsSkøyta ( rescue cutter) was just 2 to 3 minutes away that day. A good thing ,as mr Tang arrived at Norways best hospital, Haukeland very quickly. But , he had no sign of life and several doctors was shure he was a goner.His heart had stopped for at least 25 minutes.
Mind you he was a fighter and made it.
Still a bit soar from the broken ribs his rescuers caused in doing CPR that dramatic evening.
And he was saving his voice from the reporters to talk with the crew.
These brave men in the small Cutters that I have always admired as a kid, had a swell dinner on SS Bacarella.
Mighty fine of Mr David Tang
Cpt B
David Tang , the lucky survivor of the heli crash in Byfjorden was in good shape and held a big diner for his Norwegian rescuers yesterday.
He said he did not remember much and wanted to thank them and hear the story firsthand.
The local RedningsSkøyta ( rescue cutter) was just 2 to 3 minutes away that day. A good thing ,as mr Tang arrived at Norways best hospital, Haukeland very quickly. But , he had no sign of life and several doctors was shure he was a goner.His heart had stopped for at least 25 minutes.
Mind you he was a fighter and made it.
Still a bit soar from the broken ribs his rescuers caused in doing CPR that dramatic evening.
And he was saving his voice from the reporters to talk with the crew.
These brave men in the small Cutters that I have always admired as a kid, had a swell dinner on SS Bacarella.
Mighty fine of Mr David Tang
Cpt B
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No he’s probably talking about the pilot attempting to land on a boat in a type he’s only just got qual’d on and also hovering over the deck for 15 seconds while something was coming loose....
Was just talking about helicopter operations with a friend who is a superyacht skipper. He tells me that to land a chopper on a yacht there needs to be crew member with ATC qualification, also a fire response team in suits and respirators and a tender in the water every time a chopper lands.
Is there some difference in definitions here - a full helipad as opposed to a less regulated touch and go pad with different levels of regulation ?
Is there some difference in definitions here - a full helipad as opposed to a less regulated touch and go pad with different levels of regulation ?
The helicopter landed at Bergen Airport for refuelling. Here all three on board took off their survival suits and life jackets. From Bergen airport, the helicopter headed directly to M/Y Bacarella. The yacht was ordered by the port authority to leave the quay to receive the helicopter. The pilot in the right seat flew the helicopter from Bergen airport. The helicopter took off at
While both persons in the front seats were buckled up, the passenger in the aft seat was not. Recording from the Appareo 1000 shows that the passenger is thrown forward over the pedestal and the right hand collective.
The pilot in the right front seat had a Private Pilot’s License for helicopters (PPL(H)) and type ratings on Robinson R44 and Robinson R66 helicopters. He had also completed type training and a skill test on the AS 350 B3 helicopter. The skill test was completed the day before the accident. The UK CAA had yet to issue the licence. His total experience on helicopters was 290.6 flight hours. Of these, 16.4 flight hours were on AS 350 B3.
The aft seat was equipped with three-point seat belts, but the passenger was not using one. He was busy filming the approach on his mobile phone. As the fuel bowser’s tarpaulin hit the main rotor, the helicopter started to vibrate excessively. Just before the helicopter hit the water, he was thrown sideways, then forward and over the pedestal and the right hand collective stick. There were multiple items of unsecured luggage in the cabin. In addition, there were multiple electronic devices with unsecured charging cables connected to power outlets.
The commander, who also had flight instructor privileges allowed a pilot with little experience on the helicopter type fly the helicopter in over the yacht's helideck with the intention to land from the right hand seat
The yacht's helideck was marginally sized, and the helicopter's tailboom would have to stick out aft of the helideck when it had landed. This required precise manoeuvring of the helicopter. In addition, due to the aerodynamic conditions (ground effect) created by the design and size of the helideck, the helicopter behaved differently than it would when landing on a larger landing surface. These circumstances, combined with the flying pilot’s low experience on the AS 350 B3, resulted in a low hover over the helideck that lasted for approximately 15 seconds
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A few observations.
Good call from the Harbor Master ( Havne Sjefen i Bergen) to ordering them to sail clear of the dock before allowing landing.
It may have saved them and any spectators!?
After Customs and Imigration cleared at Flesland,they refueled and took of survival suits AND life-jackets , Brilliant!
Letting a Private pilot with grand total of 290,6 hrs land with a new type rating ( not yet issued) with 16,4hrs on type, for the first time on a ship! Well,,,, Lets quote AIBN: Insufficient risk assessment by the Commander!
Ships Captain not securing tarp, setting out tender boat and no firefighting equipment ready as per the Manual ( Mind you as a private ship he did not have to, but the manual existed )
All well that ends well.
Lesson learned I suppose.
Happy Hover ,Chaps
Regards
Cpt B
It may have saved them and any spectators!?
After Customs and Imigration cleared at Flesland,they refueled and took of survival suits AND life-jackets , Brilliant!
Letting a Private pilot with grand total of 290,6 hrs land with a new type rating ( not yet issued) with 16,4hrs on type, for the first time on a ship! Well,,,, Lets quote AIBN: Insufficient risk assessment by the Commander!
Ships Captain not securing tarp, setting out tender boat and no firefighting equipment ready as per the Manual ( Mind you as a private ship he did not have to, but the manual existed )
All well that ends well.
Lesson learned I suppose.
Happy Hover ,Chaps
Regards
Cpt B
I guess that's the problem with aviation - you can go about your business and leisure thinking that you are The Bee's Knees, until you have an accident and the independent investigation appears to show otherwise.....
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Bees knees in many lackeys eyes while you have your little posse of sheep behind you. Yet another accident for the PIC fo be involved in. How many lives? How many errors? Still doing daily airshows at Denham I hear, a beacon of responsible flying to the last. No ego here.
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Liability settled
Sun Vessel Global Limited (Appellant) v (1) HQ Aviation Limited, (2) Great Lakes Insurance (UK) SE (Respondents) Judgment given on 9 January 2023
Up until the trial, Sun Vessel Global argued negligence on the part of HQ Aviation leading to the accident. This position was conceded before trial and SVG admitted liability for damages and costs but claimed contributory negligence on the part of HQA. The trial judge rejected the claim of contributory negligence and awarded damages to HQA.
The Appeal Court case (Jan 2023) actually concerned the rate of interest applied to the award and whether costs of a UK Aviation Specialist who was not permitted to appear before the BVI Court were admissible.
Up until the trial, Sun Vessel Global argued negligence on the part of HQ Aviation leading to the accident. This position was conceded before trial and SVG admitted liability for damages and costs but claimed contributory negligence on the part of HQA. The trial judge rejected the claim of contributory negligence and awarded damages to HQA.
The Appeal Court case (Jan 2023) actually concerned the rate of interest applied to the award and whether costs of a UK Aviation Specialist who was not permitted to appear before the BVI Court were admissible.
