French TV Helicopter Accident in Argentina
French TV AS350 Helicopter Accident in Argentina (UPDATED with final accident report) The mid air collision of two Airbus AS350 (H125) helicopters on 9 March 2015 resulted in the death of all 10 people on board during the filming of a French TV programme, Dropped, for TF1 in Argentina. The accident highlights the importance of risk assessment, planning and preparation for any aerial activity. Two AS350s were involved, both from different local government bodies: LQ-CGK and LQ-FJQ. At least one is reported to have been a Helicopter Emergency Medical Service (HEMS) aircraft loaned to the film makers. Of the 10 people onboard, 3 were French sports stars, 5 French TV personnel and two local pilots. The accident happened near Villa Castelli in La Rioja province in north-west Argentina. The area is in the foothills of the Andes and is about 1300m above sea level. The Bureau d’Enquêtes et d’Analyses (BEA) has issued a statement: The BEA has been notified of the accident that occurred between two Airbus Helicopters AS 350’s in the province of Rioja in Argentina yesterday, Monday 9 March. The two helicopters, registered respectively LQ-FJQ and LQ-CGK, had eight French passengers and two Argentinian pilots on board. In accordance with international provisions the BEA, representing the State of Design and Manufacture of the helicopters, will participate in the Safety Investigation that has been initiated by its Argentinian counterpart, the JIAAC (Junta de Investigación de Accidentes de Aviación Civil). Two investigators from the BEA, accompanied by a technical adviser from Airbus Helicopters and a technical adviser from Turbomeca, are travelling to Argentina today. Flight International have commented on video footage of the accident. Time have published a piece critical of the production company and French reality TV in general. https://www.youtube.com/watch?v=u1iKgZzPyXU UPDATE 22 June 2015: NTSB has issued a report on another fatal accident, this time a Loss of Control – Inflight at night, while filming a reality television show for the Discovery Channel, involving Bell 206B N59518 in California 0n 10 Feb 2013: NTSB faults pilot, inspector in reality TV helicopter crash. The filming was organised by the production company EyeWorks USA, which has since rebranded itself as 3 Ball Entertainment. UPDATE 10 August 2015: In the case of the US accident, it is now reported that an out of court settlement has been reached. UPDATE 24 August 2015: Another accident has occurred in the US and is covered in an article that looks at safety in TV. UPDATE 13 December 2015: Another TV helicopter accident in Argentina is reported: MTV helicopter crash kills two in Argentina JIAAC Safety Investigation Final Report UPDATE 17 December 2015: The JIAAC accident report on the March 2015 collision has been issued. The accident investigators stating” In an operation classified as aerial work, which involved the transport of passengers and air-air filming activity, there was an in-flight collision between the two participating aircrafts”. The collision was caused by the combination of the following factors: Location of the helicopter that was filming (LQ-FJQ), from the “outside”, in the path of both aircrafts, that significantly limited the visual contact of the pilot who had to move forward in flight in order to film the target (LQCGK); Lack of a formal assessment of the safety risks for an unusual operation (filming and flight in proximity), which prevented the identification and analysis of the dangers inherent to that operation, and the...
read moreUK OHSAG Jan 2015 Minutes
UK Offshore Helicopter Safety Action Group (OHSAG) Jan 2015 Minutes The UK Civil Aviation Authority (CAA) has just published the minutes of the latest, 27 Jan 2015, meeting of the Offshore Helicopter Safety Action Group (OHSAG). The OHSAG was formed as a result of the ‘Civil Aviation Authority Safety Review of Offshore Public Transport Helicopter Operations in Support of the Exploitation of Oil and Gas’ (CAP1145). Items to note: This meeting was held the day before the issue of CAP 1243, the Offshore Helicopter Review Progress Report, which provided an update on the progress with CAP1145 10 months to 31 Dec 2014 (discussed by Aerossurance previously). Communication, particularly to the passenger community was discussed further. UK CAA confirmed that they have trained Flight Ops Inspectors’ to carry of Safety Assessment of Community Aircraft (SACA) inspections (i.e. to inspect other EU states helicopters operating in the UK). In the previous meeting it had been noted that the UK CAA were to ‘investigate further operations of foreign operators in the UK who may not comply with CAP1145’. It was noted that the 6m / Sea State 6 restriction had resulted in more flight cancellations than expected this winter. It was noted that a paper on the future management / control of helideck inspections was to be formally circulated to group members after the meeting for comment. A Cranfield University report on fire fighting on Normally Unattended Installations (NUIs) is to be presented at the next meeting. The draft report was described as ‘well received’ but it is not stated who had seen the draft. Progress on coordinating customer audits was reported and is to be reviewed at the meeting after next. An action was raised to clarify who was ‘driving’ the issue of EBS for aircrew. The Irish Aviation Authority was not invited to this meeting, despite an action on October 2014. There is however an action to liaise with the other North Sea National Aviation Authorities through an EASA Collaborative Working Group. The next meeting is scheduled for late April (conveniently prior to the first HeliOffshore AGM). The meeting interval now seem to have settling at quarterly. Aerossurance covered the issue of the October minutes here and both the previous minutes (with links to all prior meeting minutes) and a recent Oil & Gas UK briefing session here (which includes video of the CAA presentation and panel sessions). Aerossurance is an Aberdeen based aviation consultancy. For expert advice on offshore helicopter safety, operations, airworthiness, survivability and contracting matters, contact us at enquiries@aerossurance.com Follow us on LinkedIn for our latest updates. ...
read moreHeli-Expo 2015 Photo Report
Heli-Expo 2015 Photo Report Amongst the news from the HAI Heli-Expo in Orlando: Airbus Helicopters H160 Airbus Helicopters launched the X4 medium as the H160, also adopting a suite of new marketing names for other products. We recently discussed the sole selection of the Turbomeca Arrano for the H160. As noted in one press report, Airbus Helicopters: …has upped the maximum take-off weight to 5.5-6t, promising to be able to carry 12 passengers a distance of 120nm (222km) with a cruise speed of 160kt (296km/h) at ISA +20°. In other words, matching the performance of the AW139, while weighing 1t less. More on the Airbus Helicopters fleet rebranding. AW609 AgustaWestland have designated Philadelphia as the production site for the AW609. AW anticipate FAA certification on 2017 and say: AgustaWestland currently has two prototypes undergoing flight testing with a third in final assembly. The first prototype aircraft will continue flying at the AgustaWestland facility in Arlington, Texas in parallel with FAA Certification support work at AgustaWestland’s Philadelphia facility. The fourth prototype will be assembled in Philadelphia in 2016. Additionally the AW announced a platform development agreement for the with Bristow Group. The development agreement envisages AgustaWestland and Bristow working closely on a number of activities in support of AW609 program development addressing concepts around operations, regulations, maintenance, configuration optimization, as well as identifying possible areas of enhancement or modifications. Under the agreement, AgustaWestland and Bristow will work to support the development of oil & gas and search and rescue dedicated configurations and capabilities. The companies would provide contribution to flying activities towards aircraft maturity and to address commercial aspects for future AW609 acquisitions. On show was a real AW609 in a dedicated Bristow/Eastern Airways paint scheme. Aw also had a mock-up in SAR configuration. AW139 AW have also certified its popular AW139 at 7000kg and had an AW139 in HeliUnion colours on display. Sikorsky S-92 SAR On the first day of the show Sikorsky recognized Bristow Helicopters’ upcoming launch of the UK search and rescue (SAR) contract and the company’s dedication to SAR over the past 40 years. Sikorsky have certified a 1,200lb increase in gross weight to 27,700lb. This capability can be retrofitted with the addition of just 11lbs of structural reinforcement. Aircraft from 920244 will have this increased capability from build. An integrated TCAS2 capability has also been certified. Sikorsky S-76D Sikorsky have also celebrated the EASA validation of the S-76D, though seemingly not for offshore operations (which has made up around two thirds of the S-76 family’s total flying). Twenty five D models have been delivered to date, with the fleet leader, operated offshore by National Helicopter Services in Trinidad & Tobago at 1300 hours. NHSL are expanding their fleet of D models to 4. The S-76D has also been validated by the European Aviation Safety Agency (EASA). So far EASA have only approved the helicopter for 6 pax in the cabin (as defined in the EASA Type Certificate Data Sheet [TCDS]). Floats have not yet apparently been certified nor is the S-76D cleared for operation in icing. There are no Cat A vertical profiles validated either. A single simulator is in service with FlightSafety at West Palm Beach. Also take a look out for our Super Medium Heli-Expo update. UPDATE 2 March 2018: Heli-Expo 2018 Photo Report For expert advice on helicopter design, acquisition, airworthiness, operations and safety,...
read moreLife Flight 6 – US HEMS Accident
Life Flight 6 – US HEMS Accident (A109K2 N601RX) On 10 January 2003, Helicopter Emergency Medical Service (HEMS) Agusta A109K2 N601RX, operated as Life Flight 6, was lost in a fatal accident in Salt Lake City, Utah in poor weather at night. The helicopter was owned and operated by IHC (Intermountain Health Care) Health Services, Inc. The US National Transportation Safety Board (NTSB) reported that: While maneuvering low to the ground during night conditions, the air ambulance helicopter encountered fog and poor weather conditions, and impacted the terrain. Shortly after departing from its hospital base, the helicopter was cleared by air traffic control to proceed through a major airport’s airspace to respond to a medical emergency. After crossing through the airspace, the pilot elected to abort the mission; however, he was instructed by air traffic control to hold and wait for clearance through the airspace due to landing traffic at the airport. After holding for approximately 10 minutes, the pilot stated, “I’m basically inadvertent IMC at this time and declaring emergency…I’m currently on a heading one five zero.” Examination of the accident site revealed the helicopter impacted the terrain on a heading of 150 degrees, became airborne for approximately 1/4 mile, then impacted the terrain and came to rest upright in a grassy field. Examination of the helicopter revealed no evidence of an in-flight control or system malfunction prior to the initial impact. Prior to the accident helicopter’s departure from the hospital base, another air ambulance company helicopter attempted the same mission; however, aborted the mission due to fog and deteriorating weather conditions. The pilot and one of the medical personnel aboard were killed and another medic received serious injuries. The NTSB determined the probable cause of the accident to be: The pilot’s delayed remedial action and continued flight into known adverse weather conditions which resulted in his failure to maintain clearance with the ground. Contributing factors were the prevailing fog, and the pressure to complete the mission induced by the pilot in command as a result of the air ambulance operation. An excellent candid educational video case study on this accident was produced that discussed ‘helicopter shopping’, a practice where hospital dispatchers call multiple operators when one turns down a flight for weather reasons. It also discussed the aftermath of the accident and the powerful emotional effects of a fatal accident. UPDATE: That video was online in 2015 but unhelpfully has since been withdrawn. Safety Resources UPDATE 10 February 2016: Following US NTSB Board Member Robert Sumwalt’s recent HEMS article in Professional Pilot, we thought we’d take a look at how the US HEMS accident rates have changed over the last decade: US HEMS Accident Rates 2006-2015 UPDATE 24 December 2016: Dr Ira Blumen, program/medical director for the University of Chicago’s Aeromedical Network (UCAN) has been tracking US HEMS safety performance since 2000. A recent report based on his data noted: In 1980, a HEMS crewmember had a 1 in 50 chance of being in a fatal accident; today that number is 1:850. From 1972 to 2016 there were 342 helicopter EMS accidents…123 of those 342 resulted in at least one fatality. Some 1,053 personnel were involved in those accidents; 328 died, 116 sustained serious injuries, 136 had minor injuries and 473 were uninjured… [meaning] 68.8 percent survived Unfettered competition has allowed the nation’s HEMS fleet to mushroom from 151 aircraft in 1986 to 309 in 1996 to 648 in 2006 to 852...
read moreSNAPpy Action in Norway – The Southern Norway Airspace Project
SNAPpy Action in Norway – The Southern Norway Airspace Project Norwegian Air Navigation Service Provider (ANSP) AVINOR has established the Southern Norway Airspace Project (SNAP), that went live in late 2014. SNAP was established: … to address present and future challenges regarding capacity, safety, environment and effectiveness. SNAP will provide a new airspace organisation, with associated working methods, that should increase safety levels, help to meet expected demand up until the year 2030 and reduce emissions of greenhouse gases. SNAP introduces a Point Merge System, to address present and future challenges regarding capacity, safety, environmental effectiveness. The SNAP airspace, consists of Stavanger ATCC and Bodø ATCC sectors South and part of Central, including the underlying airspace and 16 regional airports. It affects a large proportion of offshore helicopter operations in Norway. Point Merge is designed to work in high traffic loads without radar vectoring. It uses a Precision-Area Navigation (P-RNAV) route structure. This contains ‘merge points’ and pre-defined ‘sequencing legs’ equidistant from those points. The sequencing is achieved with a ‘direct-to’ instruction to the merge point for a determined time. The legs are only used when it is necessary delay aircraft (in what is called ‘path stretching’). The legs are thus a buffer to provide a delay absorption capacity. Eurocontrol describe the benefits of a Point Merge System as: simplification of controller tasks, reduction of communications and workload; better pilot situational awareness; more orderly flows of traffic with a better view of arrival sequences; improved containment of flown trajectories after the merge point; better trajectory prediction, allowing for improved flight efficiency; standardisation of operations and better airspace management. The SNAP airspace is adjacent to Oslo area where its sister concept, the Oslo Advanced Sectorisation and Automation Project (ASAP), was implemented in April 2011. This means Norway is the first nation to have two Point Merge projects implemented. SNAP will be discussed at a Point Merge Conference in Oslo 3-4 March 2015. Aerossurance has extensive experience of aviation safety and offshore helicopter matter. Contact: enquiries@aerossurance.com Follow us on LinkedIn for our latest updates....
read moreFlight Crew Incapacitation – Oxygen System Failure
Flight Crew Incapacitation – Oxygen System Failure The Australian Transport Safety Bureau (ATSB) has published their investigation report on a case of hypoxia in an unpressurised twin turboprop survey aircraft: On 1 August 2014, at about 0935 EST, a Reims Aviation F406 aircraft, registered VH-EYQ, departed Emerald, Queensland, on an aerial survey task with a pilot and navigator on board. The aircraft was fitted with an oxygen system to allow unpressurised operations above 10,000 ft. The pilot tested the oxygen system for normal operation prior to the flight. During the climb, the pilot turned on the aircraft oxygen supply and connected and donned his oxygen mask. The pilot then monitored his blood oxygen saturation level on an oxygen pulse meter as the aircraft continued to climb, and monitored his flow of oxygen by reference to a flow indication in the supply tube. All appeared normal until about flight level 180, when the pilot noticed that his blood oxygen saturation level had fallen significantly. The pilot attempted to increase the amount of oxygen he was receiving by making an adjustment to his oxygen system controller, but the accuracy with which he was controlling the aircraft deteriorated, and his speech became slurred. The navigator encouraged the pilot to maintain control and descend, and air traffic control prompted the pilot to ensure that he was receiving an adequate supply of oxygen. Despite his apparently hypoxic condition, the pilot was ultimately able to identify that an oxygen supply system fitting had become disconnected. The fitting was located beneath the pilot’s armrest, and was the same fitting that the pilot had earlier connected during the climb (Figure 1). When he reconnected the fitting, he took a number of deep breaths and sensed almost immediate relief. The crew returned to Emerald for an uneventful landing. After landing, the pilot noted that his blood oxygen saturation level had increased back to a normal level (around 97%). The entire flight lasted about 35 minutes. Available evidence suggests that the length of time from the first indication of a low blood oxygen saturation level to the point at which the pilot’s oxygen supply was re-established and a controlled descent commenced, was of the order of 10 minutes. During most of this time, the aircraft was probably manoeuvring between about FL 200 and FL 240. The maximum altitude reached was about FL 245. Pilot Comments The pilot commented favourably on the role played by ATC in the event, particularly the way in which ATC reacted to their concerns about the condition of the pilot with very deliberate recommendations and clearances. The pilot also commented that his hypoxia awareness training (mandated by the operator for unpressurised survey operations) helped the pilot appreciate the effects of hypoxia and his symptoms. Operator’s Investigation Consistent with the pilot’s recollection.., the operator’s investigation…found that the pilot’s oxygen supply was interrupted when the fitting in the supply system beneath the pilot’s armrest became disconnected. The investigation found that the bayonet fitting may not have been fully locked when connected by the pilot, noting that the connection could be in place but not necessarily properly locked. The investigation report added that the position of the port is such that some concentration and manipulation is required to ensure that the connection is seated correctly. The investigation also found that the supply tube may not...
read moreAerossurance Commits to the Armed Forces Corporate Covenant
Aerossurance Commits to the Armed Forces Corporate Covenant Aerossurance is proud to have committed to support the armed forces community by being a signatory of the Armed Forces Corporate Covenant. The two key principles are: No member of the armed forces community should face disadvantage in the provision of public and commercial services compared to any other citizen In some circumstances special treatment may be appropriate, especially for the injured or bereaved We have registered our signed commitments, which are publically available on the gov.uk website. Armed Forces Day 2015 is Saturday 27 June. Aerossurance is currently working under contract to the Military Aviation Authority (MAA) 0n a Health and Usage Monitoring System (HUMS) maintenance credit project. We have also recently completed airworthiness technical evaluation, audit and contract / Invitation To Tender support projects with a major defence contractor. For full details of our defence services see: Aerossurance – Defence For practical advice and technical support on military air safety, airworthiness and regulation, contact us at: enquiries@aerossurance.com Follow us on LinkedIn for our latest...
read moreAerossurance Will be Attending Heli-Expo 2015
Aerossurance Will be Attending Heli-Expo 2015 Aerossurance will be attending the helicopter industry’s biggest annual gathering, Heli-Expo, in Orlando, Florida in early March. Heli-Expo is organised annually by the Helicopter Association International (HAI) and is expected to attract in the region of 20,000 attendees. We will be in Orlando 28 February – 7 March, participating in several industry meetings, gathering news of the latest developments in the industry, seeing existing & potential customers plus many old friends from across the industry. Aerossurance has extensive expertise across helicopter design, airworthiness, operations, safety and contracting of aviation services. To meet up with us at Heli-Expo, contact us at: enquiries@aerossurance.com Follow us on LinkedIn for our latest updates....
read moreBreaking the Chain: X-31 Lessons Learned
Breaking the Chain: X-31 Lessons Learned On 19 January 1995 an X-31 experimental aircraft was making a fairly routine test flight from the NASA Dryden Flight Research Centre (now known as the the Armstrong Flight Research Centre) at Edwards Air Force Base. Suddenly the chase plane pilot makes the following radio calls: NASA One, We have an ejection!! We have an ejection!! The aircraft is descending over the North base area… I have a chute… The pilot’s out of the seat and the chute is good… This accident is valuable accident case study, particularly because NASA produced a candid video on the accident and its lessons. The X-31 Enhanced Fighter Maneuverability Programme The programme consisted of two Rockwell-Messerschmitt-Bölkow-Blohm X-31 Enhanced Fighter Maneuverability (EFM) aircraft, the first of which made its first flight in 1990. Rockwell is now part of Boeing and MBB part of Airbus. The aim of the X-31 was to demonstrate the value of in-flight thrust vectoring coupled with advanced flight control systems, to allow close-in air combat at very high angles of attack. Three thrust vectoring paddles were used to direct the exhaust flow to provide control in pitch and yaw. Movable forward canards and (eventually) with fixed aft strakes were fitted to further enhance pitch control. The X-31 was the only US X-plane programme that was an international collaborative effort (between the US and Germany). It also unique in that it supported two separate test programs during its life, one run largely by NASA and the other by the US Navy. The X-31 Accident The loss of the first X-31 (BuNo 164584) came at the end of a highly successful NASA test campaign. The flight was fitted with a different pitot tube (a Kiel probe), one that was unheated (as were research F-104 probes previously). The 43 minute flight was nearing its conclusion when ice began forming in the pitot tube. This caused erroneous airspeed data to be sent to the aircraft’s flight control computers. The result was a series of sudden, uncontrollable oscillations in all axes. As the aircraft pitched to 90 degrees angle of attack German pilot Karl-Heinz Lang was forced to eject. NASA subsequently noted that: Because the experimental pitot tube did not have a functional heater, X-31 mission rules prohibited flights in any type of precipitation or in the clouds. They did not, however, include a separate stipulation specifically prohibiting flight during potential icing conditions, despite simulations that had showed icing of the pitot static system could lead to loss of control under certain circumstances. Additionally, the experimental probe installed on the X-31 was more susceptible to icing – a fact discovered through wind tunnel research performed after the accident. Information had been distributed among crew and engineers explaining the pitot tube change, but no formal closed-loop system (an internal system of checks and balances) had been in place to ensure that everyone had read and understood the change – in retrospect, a critical lapse in communication procedures. The second X-31 went on to fly at that summer’s Paris Air Show and continued flying until 2003 in subsequent test programmes. The more details on the programme see: Flying Beyond the Stall Sharing The Lessons After the accident, NASA produced a candid 39 minute documentary that reviewed the accident. This is now available online: Former Center Director Ken Szalai said in the opening remarks of one 2004 safety workshop at Dryden...
read moreTurbomeca Arrano Sole Engine for Airbus Helicopters X4 (H160)
Turbomeca Arrano Sole Engine for Airbus Helicopters X4 (H160) Airbus Helicopters have announced they have selected the Turbomeca (Safran) Arrano as the sole engine for their new medium helicopter the X4 (UPDATE: to be named the H160). Airbus has also dropped the option of the Pratt & Whitney Canada PW210E (a development of the PW210S in the Sikorsky S-76D). In a press release Airbus Helicopters stated: At the conclusion of this preliminary phase, and founded upon a comprehensive market assessment, Airbus Helicopters has decided to amend the product positioning, consequently necessitating a significant engine power increase. Multiple scenarios have been studied with both engine manufacturers. Airbus Helicopters and Pratt & Whitney Canada have decided not to pursue a growth version of the PW210E engine for the X4 Program. Nevertheless, Pratt & Whitney Canada will continue to provide support until completion of the initial phase. It can be concluded that at least one prototype will still be PW210E equipped. The X4 The X4, the anticipated 5-6t replacement for the AS365N Dauphin / EC155 family, was announced at the Paris Air Show in June 2011, but Airbus Helicopters has been relatively tight lipped on the design. While the latest new offering in the medium helicopter sector is the S-76D, a long awaited derivative of the S-76 line, it is reasonable to expect a major design target will have been to offer a competitive advantage over the very popular AgustaWestland AW139 (which has recently achieved over 1 million flying hours). One possible advantage may be a lower D value for operation from more confined helidecks. An additional market challenge has been the emergence of the new super-medium category of helicopters such as the Airbus Helicopters’ own EC175, AgustaWestland AW189 and Bell 525. However, some have speculated that the power increase means the X4 will have a higher max take off mass than previously expected. In February 2014 it was reported that: An avionics iron bird, dubbed “Helicopter Zero,” has entered its test campaign. The aircraft will use the company’s Blue Edge blades, which feature a hockey stick-shaped leading edge at the outer tip, designed to reduce the noise generated by blade-vortex interaction (BVI), the pulsating sound created when the tip of a rotor blade hits the vortex shed by the tip of the preceding blade. The aim is to reduce noise by up to five dB. The blades—in development since 2007—have completed 150 flying hours fitted to an EC155 testbed flying out of Airbus’ facility at Marignane, near Marseille. On 10 December 2014, Airbus Helicopters’ CEO Guillaume Faury confirmed that they had “powered on” the first X4 prototype a few days earlier. The X4 is expected to fly during 2015 with a mock-up being unveiled at Heli-Expo in Orlando on 3 March 2015. X4 entry into service is expected in 2017/2018. While the X4 was originally touted to introduce some radically new cockpit technology and fly-by-wire controls (as planned for the B525) after three years in service, it is now reported that Airbus Helicopters intends to focus on the use of their Helionix avionics suite, that has recently entered service on the EC175 and EC145T2 after an admittedly painful development process. This will also give some commonality for operators using multiple types, in the same way that AgustaWestland are marketing a family concept with the AW169/AW139/AW189. The Arrano The Arrano (‘eagle’ in...
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