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So more like US $25m if its 19.5m Euro things. An expensive day out for Bond's insurers. Bond premiums must be going up and up at the moment.
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Insurance premiums
II
And how mcuh do you think premiums would rise if this had been a total loss AND 16 lives..................? To me, life is worth just an eensy-weensy bit more than an Insurance premium to be paid. I'm an engineer, and if I had been on board I would have been VERY pleased with the Captain's decision. I personally think they did a magnificent job - irrespective of the strictly financial cost. But then, you have your opinions, and I have mine....... VFR |
EC225 Recovery
It would appear that a successful recovery of the airframe has taken place. Well done to the ship skipper and his team!:D
http://news.bbcimg.co.uk/media/image...rrives_bbc.jpg |
Bond Insurance going up and up
So more like US $25m if its 19.5m Euro things. An expensive day out for Bond's insurers. Bond premiums must be going up and up at the moment. |
This is actually a good story..... all saved through good piloting and excellent SAR.... maybe all due to faulty instrument light....maybe.... and a recovery!!!...but good news when compared with Indonesia Kapaleterbang.
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@rollingthunder:
Why the speculation over a faulty light? Is it not fairer to assume, at this early stage, that what we have is a genuine emergency to which the crew responded appropriately (and commendably). I expect the commander's decision to ditch would not be based upon a single indication. I read earlier in this thread the mention of "a light, a noise, and a smell". Any pilot should always verify any annunciation with a secondary indication. I expect this would be much more likely, as the suggestion of a faulty "light" trivialises and -frankly- mocks the decision of the commander of this flight. A man (or woman) who saved 14 lives. |
There is no way an experienced captain would ditch a serviceable aircraft with just a low main gearbox pressure light/indication. Yes descend to low level put out the appropriate calls and slow down while you monitor for any other indications, but ditch based on 1 light.... bull****.
I bet the crew did a very professional job... Well done guys :ok: |
Yes descend to low level put out the appropriate calls and slow down while you monitor for any other indications, but ditch based on 1 light.... bull****. Try jumping out of a low flying heli at 100' doing 50kts and see what the impact with the sea is like - you might just as well be at 10,000' and 150kts. One has to make the decision to ditch based on the multiple and redundant indications available in the cockpit, not ignore them just because you can't feel / hear anything else going on. Apologies if I am ranting to the converted! |
I'm led to believe there was more to it than purely cockpit indications, as you would expect given the drastic measures taken by the crew. Either way, respect to all involved for a proffesional ditching, rescue, and aircraft recovery.
:D |
Vfr 440,
I made a comment on Rollingthunder's value. I then said that Bond insurance premiums would rise, which will make it harder to bid competitively. I did not comment on the job done by the crew or the value of a life. As ditchings go, and I have seen a few, this one was very successful. Now, like everyone else, I would like to know why 40 years into the NS industry, and more technology, policies, procedures, modern equipment, aviation advisers etc. why a nearly new helicopter operated, flown and maintained by an experienced helicopter operating company, ends up in the water. As an industry, we need to do better, don't you think? Please read the lines, not between them. |
The captain's primary responsibility isn't to maximise profitability for the shareholders, or even to minimise the cost of an aircraft recovery; it is to maximise and ensure, as far as is possible, the safety of the passengers. having now just read post 74; I then said that Bond insurance premiums would rise |
Let's see here....I am in a Bond helicopter....and have indications of MGB problem.....so what if my outfit had a nasty event not so long ago....nope...that would not weigh on my mind.....why not even the Cougar 92 thing would enter into my mind....nope not me!
In a worst case scenario....ditching may have been premature....but not WRONG! Worse case in this instance....hypothetically speaking....would be if there was no "need" to ditch. These are qualified guys driving that machine...and if they decided they needed to Ditch....they did the RIGHT thing folks. No one just plunks a helicopter into the oggin for giggles! Until you know what the Crew was dealing with....lay off second guessing them! That can come after the AAIB has their say! |
SASLESS That just about covers it.
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This seems to have been a text book controlled ditching carried out by a professional NS crew. There must have been a good briefing of the passengers (who would also be well trained) prior to the ditching as from the post accident pics it seems that nobody inflated their lifejackets. This would indicate no panic - hence well trained and briefed passengers and an orderly evacuation from the helicopter into the 2 liferafts. Did they even get wet??
Well done to all. HF (retd) |
Good pilots (and well trained) did a great job!:D
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I made a comment on Rollingthunder's value. |
I think the question is, 'Is a light, a ditching decision? Does it say check for secondary indications such as x, Y, and Z? What guidance is provided? Many aircraft I fly dont really expand beyond a simple Land ASAP for several malfunctions including the loss of a single hydraulics system. Sure systems knowledge, common sense and all that needs to come into play when making ones difficult decision to ditch, however where do I stand say if there is only one indication (land as soon as possible/immediately whatever) and I decide to press on awaiting secondary indications and then it all goes pear shaped very quickly and I end up in the water in an uncontrolled fashion? We have similiar discussions in our crew room regularly and everybody has their own opinions? Any Hoo....well done to the crew :ok: Cheers |
what does the flight manual say in this particular case? |
BBC News - Ditched Super Puma 'suffered main gearbox oil leak'
A helicopter that ditched in the North Sea on Thursday suffered a main gearbox oil leak, BBC Scotland understands. Air Accident investigators are due to begin examining the Bond EC 225 Super Puma, which was brought back to shore at Peterhead on Friday. The pilots performed a controlled landing off the coast of Aberdeen. All 14 people on board escaped serious injury. Operators Bond said it could not comment on the cause of the incident. Bond has temporarily suspended flights of the same type of aircraft until a "detailed root cause investigation" is carried out into the incident by officials from the Air Accidents Investigation Branch and Eurocopter. In a statement on Friday the operator said: "Bond Offshore Helicopters Ltd is committed to the safe operation of the company's entire fleet including the EC225 and for that reason flights can only recommence once they have completed a detailed analysis of the incident." The helicopter was heading from Aberdeen to the Maersk Resilient and Ensco 102 drilling rigs - in the Jasmine field, operated by ConocoPhillips - when an oil pressure warning light came on. Members of the Helicopter Safety Steering Group are due to meet on Monday to discuss the incident. |
Interesting account on Flyer.co.uk
I was on the chopper that followed this one out of Aberdeen on my way to work... About 15-20 minutes into the cruise, we started a decent and turned away from our cruise-course. A couple of minutes later the crew announced that we were decending and trying to locate another helicopter "circling below". About a minute later the Bond SuperPuma became visible out of my window floating in the sea with the rotors still turning and all the bouyancy floats deployed. An S92 was circling the chopper closely a few hundred feet below as we started to orbit the scene to the right. The crew announced that we and the S92 would remain on the scene to radio relay what was happening. As we circled the ditched SuperPuma the rotors came to rest and I was able to watch as the liferaft was deployed and used by the guys after exiting the chopper. The crew then announced the S92 needed to depart the scene due fuel state, but we would stay on station until the rescue assets arrived, and that everone from the downed SuperPumer was OK and safely aboard the liferaft. We then continued orbiting the downed chopper and the liferaft, a couple of times approaching to within 50ft and hovering just above the sea to display/read messages to/from those in the liferaft. The crew continued to inform us about what was happening as we circled the scene for over an hour and a half and were joined by a fixed wing higher above. The Bond Jigsaw (from an offshore platform) and an RAF Seaking (from Bulmer) arrived almost simultaneously and I was able to see both arrive on station and the Jigsaw approach and hover over the raft, commencing the rescue as we departed back to Aberdeen. Once back at Aberdeen our heli-crew came over and de-briefed us about what had happened. They confirmed that everyone was OK and had been rescued successfully. They told us that they had heard the bond helicopter crew report a gearbox oil pressure problem and were returning to Aberdeen, when there was some smoke/fumes and/or leaking fluid reported in the cabin (unclear at the time), so the bond crew opted for a controlled emergency landing on water. Regards, SD.. |
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