Description of Process: On approaching a Normally Unmanned Installation (NUI) one orbit was completed for HLO to clear the deck, he signaled "clear", and deck also seemed clear to both pilots.
Description of Incident: Once A/C slowly made contact with the deck with the port main gear it lurched forward, sideways, and rolled left and possibly right also. There was no cyclic movement to cause this to occur. The slide forward (several feet) and roll was significant enough for the captain to come on the controls. The A/C settled on all three landing gear and landing checks were made.
On inspection of the helideck it was found that whilst the hard surface underneath the netting was fairly abrasive, the netting was extremely slippery, it was a hazard to even walk on. The net was covered in a green slime, itself was fairly elastic, and also seemed to be beginning to fall apart. The left wheel had dragged a considerable amount of net with it across the deck, and there seemed to be two slight rubber drag marks on the deck where the right wheel had made contact. The deck was wet on this occasion, later in the day when returning to the platform and when dry the netting was far more effective.
Good Practice Guidance: All helidecks, particularly Normally Unmanned Installaitions (NUIs) should be maintained and regularly checked
Causes and consequences of incident or accident:
Moving, flying or falling object
Moving vehicle or vessel
Contact with something fixed or stationary
Slip, trip or fall on same level
Control of work
I know it’s potentially irrelevant, however for me, it’s exciting. Our new student notebooks just arrived and we absolutely love them! Back cover photo supplied by yours truly, operating a Bell 214 SP to the Transocean Discovery Seven Seas a few years back off Sri Lanka. And of course credit to the “Boss” for the company logo.
The team won’t mind me posting this photo of the mighty Seabed Constructor as she heads out of my home port of Portsmouth, Hampshire (UK that is!). Great inspection, wonderful crew, although not much avaition going one with her, what a passionate, pro-active team. Safe trip!
The UK and Norwegian aviation authorities have today set out plans for the lifting of operating restrictions on H225LP and AS332L2 helicopters. The restrictions were imposed following the fatal accident of a H225 near Turøy in Norway in April 2016. The two helicopter types, popularly known as Super Pumas, were restricted from being used commercially by UK and Norwegian operators.
Both the UK Civil Aviation Authority and the Civil Aviation Authority of Norway have remained in close contact with the European Aviation Safety Authority (EASA); UK and Norwegian operators; and with the manufacturer, Airbus Helicopters which has developed the modifications and enhanced safety measures for the type. Despite the helicopter being released back in to service by EASA in October 2016, the restrictions remain in place in the UK and Norway until these further enhancements have been made.
Changes and modifications made to the helicopter and its maintenance by Airbus Helicopters include:
Explaining the decision John McColl, Head of Airworthiness at the UK CAA, said: “This is not a decision we have taken lightly. It has only been made after receiving extensive information from the Norwegian accident investigators and being satisfied with the subsequent changes introduced by Airbus Helicopters through detailed assessment and analysis.
“The safety of those who travel on offshore helicopter flights is a key priority for both the UK and Norwegian aviation authorities. We would not have made this decision unless we were convinced that the changes to the helicopters and their maintenance restore the required airworthiness standards.
“We continue to work with the helicopter operators, the offshore industries, international regulators, unions and pilot representatives to enhance offshore safety standards still further and all these parties are actively involved in ongoing discussions.”
Helicopter Operations in an Increasingly Complex Environment
5 July 2017 - 6 July 2017. No.4 Hamilton Place, London
This conference will build upon the 2014 and 2016 automation conferences and, in addition, consider the impact of the changes that will result from SESAR, UAS in the lower airspace and the potential introduction of Performance Based Navigation to rotorcraft operations.
The primary aim of the conference will be to engender a dialogue aimed at ensuring the continuation of a healthy onshore rotorcraft industry that plays its part in a fast-changing industrial landscape.
The full programme is available below.
Following the first day there will be a lecture entitled 'Urban Mobility by Airbus, an Innovation Challenge'
Why should you attend?
To assess the potential, and challenges, of the introduction of automation in Para-public and General Aviation operations.
To discuss the future integration of UAS and rotorcraft in an increasingly crowded lower airspace – can we practically, and safely, ‘sense and avoid’?
To examine how States have leveraged Performance Based Navigation to improve their coverage in Degraded Visual Environments.
To hear how manufacturers intend to support future operations in challenging environments with varied scenarios.
Non-Member. £625 + VAT
RAeS Corporate Partner. £525 + VAT
RAeS Member. £450 + VAT
BHA/EHA Rate*. £250 +VAT
RAeS Baseline Member. £190 + VAT
*Please contact the Conference and Events Team to book at this rate on email@example.com or call +44 (0)20 7670 4345
Take advantage of preferential hotel rates offered to RAeS Delegates, make a reservation at the Chesterfield Mayfair Hotel
Air Marshall Sir Christopher Coville, KCB
Simon Mitchell, Chief Pilot, Starspeed
Jaap Groeneweg, NLR
Dan Martin, Strategy, Risk Management and Operations Consultant to The Children's Air Ambulance
Heinz Leibundgut, Chief Pilot, Helicopter REGA
Nick Rogers, CTRO, Sky-Futures
June edition of Airway now published and online.
Check it out below.