Oil & Gas UK “Welcomes” Chopper Crash Report

 Accident report  Comments Off on Oil & Gas UK “Welcomes” Chopper Crash Report
Nov 252011

Main rotor head of G-REDL is recovered

Oil & Gas UK says that it welcomes the Air Accidents Investigation Branch (AAIB) report published on 24 November on the tragic crash of helicopter Flight 85N which took place off the Aberdeenshire coast on 1 April 2009.

The accident occurred whilst the helicopter was operating a scheduled passenger flight from the Miller Platform in the North Sea, to Aberdeen. Whilst cruising at 2,000 ft amsl, and some 50 minutes into the flight, there was a catastrophic failure of the helicopter’s Main Rotor Gearbox (MGB). The helicopter departed from cruise flight and shortly after this the main rotor and part of the epicyclic module separated from the fuselage. The helicopter then struck the surface of the sea with a high vertical speed.

Debris from a helicopter, two life rafts and eight people wearing survival equipment were observed within the area. A fast rescue boat crew, however, found no signs of life.

An extensive and complex investigation revealed that the failure of the MGB initiated in one of the eight second stage planet gears in the epicyclic module. The planet gear had fractured as a result of a fatigue crack, the precise origin of which could not be determined. However, analysis indicated that this is likely to have occurred in the loaded area of the planet gear bearing outer race. Continue reading »

Watch That Chopper – Don't lose your head

 Uncategorized  Comments Off on Watch That Chopper – Don't lose your head
Aug 302008

Australia’s Maritime Safety Authority has issued Maritime Notice 13/2008 following worrying reports regarding helicopter/ship transfers, mainly for embarkation/disembarkation of maritime pilots, so it’s probably a good time to give a run-down on safety precautions. While helicopter transfers are usually covered as part of emergency procedures training it may not be apparent that safety procedures may be required in other cirumstances.

Masters should ensure that an intended helicopter landing place can take the weight of the rotorcraft and liaise with the helicopter pilot on suitability. Having a helicopter fall through the deck can be a touch problematic.

Appropriate firefighting equipment and a fire team in appropriate PPE should be on standby.

Only immediately necessary crew should be on deck.

As far as possible all personnel should be situated in such a way as they can be visually seen by the helicopter pilot. All personnel wishing to embark or disembark must be within visual range of the helicopter pilot.

Under no circumstances should a helicopter be approached without the specific approval of the helicopter pilot and follow his advice.

If at all possible, a helicopter should not be approached from the rear. Tail rotors are a significantly hazard, as are main rotors, both of which may be difficult to see, especially at night. If such an approach is required an appropriate strategy for the approach should be agreed between the pilkot and the person in charge on deck, (the helicopter landing officer) and followed to the letter.

Management should ensure that the ship/company SMS procedures cover safe helicopter transfers.

Remember, a helicopter is flying meatgrinder. If you want to keeps bits of you attached to the rest of you, treat them with care.