My deepest sympathies go those affected.

I remember reading once about a helicopter accident leaving a remote area with no published departure and the pilots anticipated entering IMC shortly after the climb out. After the VFR departure they coupled the auto pilot, set heading, speed, but sadly forgot to set a vertical speed. Already in IMC the crew failed to realize they didn't have a climb and impacted an obstacle not far from the take off site. Not drawing any conclusions as to what happened here with these excellent pilots and equipment but I was reminded of that tragic accident. I agree extra regulations isn't what we need. What I take away from this is we must remain vigilant because even those far greater in abilities/experience then ourself are also vulnerable to the risks of the operations.

Greetings,

It is really sad and i'm sorry for the family of
those who died in the crash for thier loss.

The accident had happened for whatever reason.
The most important thing is to have RESPECT for
all the individuals and LEARN from the actual cause
to avoid such things in the future.

Accidents happen either in simple or complicated
aircraft, day, night, VFR, IFR or even on ground.

Rules were made and updated as experts see
them necessary. So, try to follow the rules as much
as you can

..

Fly safe ;)

Unconnected with the accident but curious nonetheless. Do crew and passengers travelling in a private helicopter across the Irish Sea have to wear immersion suits? I can't imagine corporate clients routinely going via Campbelltown so the shortest crossing of what is a very cold sea looks to be over 20 miles. Neither can I imagine ultra-wealthy passengers such as the ones on this aircraft or the one that crashed in the Mournes being over the moon about donning an immersion suit. Military crews would ordinarily wear a suit when there is any risk of ditching. Why not corporate? Or have I got it wrong and they'd all be suitably dressed for a lengthy over sea crossing?

The rules for overwater flights in helicopters are broadly similar to those for fixed wing aircraft.

But a helicopter arguably has a much greater chance of ending up in the drink.

We are speculating about sh.. weather, technical or software problems of the helicopter.
Fact is, for all reasons: If it's not safe, say NO!!!
I did it several times, for weather and technical reasons and I'm still here after more than 40 years flying.
Workmates who could not say NO ended somewhere crashing into the hills.
Making this decisions can be very difficult and it's getting not easier the more experience you have.
I'm in the very lucky position to work for a company which accepts pilots decisions as final.

Shy,

if I have offended you or anyone else on this forum with respect to this thread then I must apologise, it was not intentional, however if we are not going to speculate as to the possible causes of the accident and then the follow on information from that then this thread may as well be deleted leaving just the condolences thread.
We can say no more about it and wait the 12/18 months for the AAIB report.

Whilst I appreciate you knew the two pilots and therefore your emotions may be higher than those who didn't, speculation will always be evident.

R.I.P all those on board LBAL.

Out.

Spencer, I agree but as far as I'm concerned, any company I work for has to accept my word as final. Because if I say it's unsafe and they disagree I just walk away. I've done so a number of times and that's probably why I never got promoted to upper management, i.e. not being a perpetual yes man. But as we see here, no one respects you once you crash.

Jeeps, as I said before, I knew these two pilots only as fellow aviators. I'm not emotional about the accident, but I am principled in what I post on a public website after a fatal accident.

Over many years many references to Haughey Air have led down a path of concern over attitudes and treatment of it's pilots. Why is that?

So what we know so far (won't use the word facts yet) The aircraft took off at night from a confined site/HP, the lone tallest tree within a few hundred metres of the site was chopped in half at a point just above the surrounding trees. The aircraft then contacted the ground in the field beyond and struck a substatial row of hay bales before coming to rest in the opposite direction. The crew knew this site well and recently.
We don't know if there was mechanical failure during or shortly after take-off, we know the weather visibility was poor in places in the area, but not what it was like at the site until witnesses/cctv at the house are questioned. Others have speculated that the owner was a man who liked to go when he said it was time to go, but that he felt concerned enough about the aircraft to take procedings against the manufacturer to get rid of it. If it's not mechanical failure, or crew error, it could just be that they were unlucky with the one tall tree in the darkness.

I don't think luck had anything to do with this accident.

I would agree that all things considered there was no 'luck'.

RIP to all the guys.

Having survived for more than 40 years of flying helis, I can only agree with the relatively few who say you need to say NO on occasions and make sure that the owners know that. I have worked for a company Shy has and was given the CP job after everyone else left. I had to start from scratch and the basic was explaining to the owner why everyone had left. Whilst he did not like it he eventually agreed and life, I think, improved for all. We used to fly in some awful weather but having written an ops manual which the boss accepted, we were able to achieve about 95% without incident. I left him in no doubt who had the last say! Corporate flying is good and rewarding as long it is safe. I worked on the principal there was only one person who had to survive and that was me, after which everyone else should be ok.

@HLCPTR

"Does anyone have the serial number of this aircraft?"

c/n 31421 (from airframes.org)

NS

Shy, we do know the weather conditions. Read my post no. 156

Nice one NightSurfer, however don't expect any thanks, I didn't get any after my similar answer yesterday :ok:

Aw, come on....


Not everyone has constant access.


But thank you both.

Aga......I read your Post 156 again.

Would you share with us what you considered the weather conditions at the accident scene at the time of the accident to be....including amount of daylight, celestial illumination, etc. You were in close proximity of the scene at about the time of the accident and definitely have a background and experience level to provide for a qualified opinion.

Wx at the accident scene - must be surmise on my part. I had driven 8 miles or so in the opposite direction at 2130 with no significant variation in the 30-40m vis so think it unlikely it would have been different a mile away at the Hall. The hall is on a slight rise I guess 50 ft above sea level max, my place is 30 ft. Wind calm. Light - none. very dark despite a full moon. When I was looking for the circling helos at 2100 - 2130 the moon was occasionally visible for an instant as a dim disk. The helos were not visible, nor were any lights on them.

True, this was a couple of hours after the accident so I can't be sure what things were like at 1930. As I drove to the pub at 1840 it was dusk with mist forming fast at ground level and vis I'd estimate at 2-3000m and reducing quickly. It would have been dark by 1930.