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HSSG May Newsletter G REDW Ditching PDF
HSSG May Newsletter G REDW Ditching PDF
Welcome to this special Helicopter Safety Steering Group (HSSG) e-newsletter. This edition
provides a Q&A on offshore helicopter operations in the light of the G-REDW ditching
incident on 10 May. Feel free to forward, share or print off this email as you see fit.
If you have any queries regarding the HSSG, please email hssg@stepchangeinsafety.net.
Best regards,
Tim Glasspool, Bristow Helicopters, and Alan Chesterman, Apache North Sea
HSSG Co Chairs
The Captain and Co-pilot made the controlled descent and landed on the sea following
standard operating procedures after the helicopter indicated failure of both the main
gearbox (MGB) lubrication system and the helicopter’s emergency lubrication (EMLUB)
system.
The aircraft remained afloat and upright and the 12 passengers and two crew members were
safely recovered and returned to Aberdeen later that day. After a pre-cautionary examination
at Aberdeen Royal Infirmary, all returned home.
Based on the rules made by Regulators, the helicopter operators then make decisions on
their own flight operations, provided they comply with everything they are asked to.
Ultimately, pilots have the final say on the day and will not fly unless they are fully
comfortable with the situation.
However, Eurocopter has issued updated instructions to the helicopter operators relating to
maintenance and inspection. These instructions have gone through rigorous scrutiny by the
AAIB, EASA and CAA to satisfy them that, provided they are adhered to, flight operations
can continue safely.
If the Regulators had reason to believe operations would be unsafe, these helicopters would
not be flying.
It’s also important to remember that the AAIB has so far made no recommendations to either
Regulators or operators.
Specifically, the instructions issed by Eurocopter to the operators, which satisfy the
Regulators requirements for safe flying in the light of this incident, are:
Analyse the HUMS data relating to the two lubrication pumps after every return to the
hangar, without exceeding five flight hours.
Lower the ‘alarm’ threshold on the HUMS data. This means potential problems are
flagged up at an earlier stage and parts will require to be changed at an earlier stage
of degradation.
Where the new threshold has been exceeded, or if one of the indicators shows a
clear trend, then Eurocopter are to be contacted before resuming flights.
Why were some helicopter operators continuing to fly and others not?
Bond initially chose not to fly its EC225s while investigations continue into the cause and
also suspended flights for the AS332L2 model while they awaited clarification on a number
of issues from Eurocopter. However, on 15 May 2012, Bond announced that flights would
resume.
CHC and Bristow carried out detailed examination of their machines and established that
none of their aircraft have the affected serial number of shaft installed. Likewise, the
operators have fully satisfied the CAA that, as above, they have increased the scrutiny of
their HUMS data and are carrying out additional checks during inspections.
Can pilots be trained for the sort of emergency situation encountered?
All offshore helicopter pilots undergo extensive training to prepare them for emergency
situations. That said, this was a challenging manoeuvre but one which the pilots regularly
practice using a simulator. Pilots undergo simulator training every six months, equating to 20
hours each year.
The safe rescue of passengers demonstrates both the effectiveness of the extensive training
that all helicopter pilots undergo to prepare them for emergency situations (there are four
helicopter simulators in Aberdeen for frequent training, two of which are for the EC225
model) and the regular helicopter evacuation training that all offshore passengers undergo.
The HSSG held a meeting on Monday 14 May 2012 to share preliminary information and
identify any potential early lessons. Making up the HSSG are helicopter operators, oil and
gas operators and contractors, offshore trade unions, the pilots’ union BALPA, the regulators
HSE and CAA and Oil & Gas UK. The HSSG is not a technical group. It, like the wider oil
and gas industry, looks to the airworthiness Regulators and investigators for their technical
expertise and guidance on aviation matters.
The HSSG will, however, be very closely monitoring the ongoing AAIB investigation and any
output or recommendations from EASA and the CAA.
We will work to quickly communicate all relevant information and widely share throughout
industry any learning from this incident, as well as continue our long-term work to improve
helicopter safety.
You can get in touch with the HSSG via the dedicated inbox hssg@stepchangeinsafety.net.