NTSB Report on Bizarre 2012 US S-76B Ditching
NTSB Report on Bizarre 2012 US S-76B Ditching (N56RD) The US National Transportation Safety Board (NTSB) has reported on an unusual 2012 offshore accident where a Sikorsky S-76B ditched while attempting to land on a drilling rig in the Gulf of Mexico. This accident raises a wide range of questions… History of the Flight According to the NTSB: On April 17, 2012, about 1155 central daylight time, a Sikorsky S-76B helicopter, N56RD, was substantially damaged during a forced landing in the Gulf of Mexico near the Joe Douglas oil drilling rig ([in block] Vermilion VR376A [117 nautical miles south of the refuelling point at Acadiana Regional Airport (ARA), New Iberia]). The pilot, the airplane pilot-rated passenger in the copilot seat, and the five passengers seated in the cabin were not injured. The pilot reported that he made a visual approach on a 190 degree heading to the landing platform. He reported that the wind was from 220 degrees at 5 to 6 knots, according to the Garmin 500 GPS that was installed in the helicopter. He was flying directly towards the platform while decelerating from 60 to 45 knots while maintaining a 12 degree approach angle. The helicopter was about 60 feet from the landing pad and about 15 to 20 feet higher than the landing pad with a nose high attitude in the flare when a loss of engine power occurred. The pilot was unsure which engine had the loss of power. With the loss of power, the pilot reported that the trajectory of the helicopter would place it short of the landing pad. The pilot reported that the helicopter was going to hit the platform, so he pulled collective pitch, banked aft and to the left to avoid contact with the platform. Once clear of the platform, he attempted to lower the collective and gain airspeed, but the helicopter was in a high rate of descent with low airspeed. He pulled collective pitch and flared the helicopter before water impact. The pilot reported about 3 to 4 seconds transpired from the time he tried to avoid hitting the platform to when the helicopter impacted the water. Inexplicably, rather than shut down and evacuate the aircraft, the pilot kept power on and after inflating the floats [emphasis added]: …attempted to water taxi toward the oil platform, but there was no directional control since the tailboom was partially separated from the fuselage. The pilot continued to keep engine power on the helicopter as a rescue pod [presumably a Billy Pugh style transfer basket] from the Joe Douglas was lowered to the water. The passengers in the cabin were preparing to deploy the life rafts as the rescue pod was being launched. When the rescue pod was near the helicopter, the pilot shut down the engines. The passengers deployed the life rafts as the helicopter began to list to the left. All six passengers and the pilot got into the rafts, and then transferred into the rescue pod, which was then winched back up to the deck of the platform. None of the occupants reported any injuries. Sometime after the occupants egressed, the helicopter inverted in the water with the four floatation bags keeping it from sinking. However, the bags were compromised during the initial recovery effort and the helicopter later sank in about 310 feet of water. NTSB...
read moreFirst A350XWB Delivered to Qatar Airways
First A350XWB Delivered to Qatar Airways Launch customer Qatar Airways has taken delivery of the first Airbus A350XWB, an A350-900, A7-ALA (MSN06), in Toulouse. The A350XWB family features three versions: A350-800, A350-900 and A350-1000. In a typical two-class configuration, the A350-800 will accommodate 276 passengers, while the A350-900 and the A350-1000 will seat 315 and 369 passengers, respectively. Composite materials make up more than 50 per cent of the A350 – the most to date for an Airbus aircraft: ADS has produced this graphic that highlights the range of UK suppliers to the A350, including Airbus’ wing manufacturing facility at Broughton and Rolls-Royce in Derby who provide the Trent XWB, the sole engine available on the A350. Rolls-Royce are ramping up development of higher thrust versions of the Trent XWB. The final assembly in Toulouse is shown here: The layout of first prototype, MSN01 is here: The Velocity Minimum Unstick (VMU) testing at Istres: https://www.youtube.com/watch?feature=player_detailpage&v=EXYPcEVSjjo The high risk flight flutter testing is described here: https://www.youtube.com/watch?v=nLY2mLlka-s However, it is the passenger experience that is one key selling point for the XWB: UPDATE See also: Qatar Airways reveals A350 cabin Qatar Airways CEO says first A350 is just right. This article identifies the slight delay in handover was due to Buyer Furnished Equipment (BFE). Aerossurance has previously commented on the raid growth and related challenges facing the cabin furnishing sector. As is usual, the aircraft has been flown on route proving flights. The first was a polar flight to Iqaluit Airport in Northern Canada: To date the A350XWB has won 780 orders from over 40 customers worldwide. Fabrice Brégier, President and CEO of Airbus was interviewed by CNBC today. UPDATE: Airbus are planning to ramp up to 10 aircraft per month by 2018. UPDATE: Flying On The Qatar Airways A350 On The First Commercial Service, As Newest Airbus Debuts Aerossurance has extensive air safety, aircraft certification, airworthiness and aircraft introduction to service experience. For practical aviation advice you can trust, contact us at: enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest...
read moreEC175 / H175 Enters Service with NHV
EC175 (now H175) Enters Service with NHV Following the handover of the first two 7.5t, 16 passenger Airbus Helicopters EC175s to Belgian operator NHV on 11 December 2014, the type entered service just days later on contract to German oil and gas company Wintershall. The aircraft are on the Dutch register and based at Den Helder in the Netherlands (the main base for offshore helicopters in the Netherlands). The EC175 is the second ‘super-medium’ type to enter service this year, following the AgustaWestland AW189, introduced by Bristow in Norwich for GDF Suez E&P UK. The EC175 entry into service is approximately 2 years later than originally expected, in part due to the complexity of certifying the Helionix avionics (especially with just two prototypes) and partly because of the engineering effort diverted to the EC225 in 2012 and 2013. NHV have ordered 16 EC175s, with 6 more due for delivery in 2015. The next customer to receive the type is expected to Russian operator UTAir who have placed 15 orders and 15 options, and may receive MSN 5003 shortly (though Russian certification is still awaited). They will be followed in the new year by Heli-Union, the French oil and gas operator, who has extensive operations in Africa. AINonline reports that NHV have: …so far has put 20 pilots through ground training, Level-D full-flight simulation and actual flight instruction. NHV pilots each flew 40 hours in the sim and four hours in the helicopter, two hours of which were the check ride leading to qualification. Thirty technicians have received EC175 maintenance type rating training, and they have access to the web-based interactive technical publications. NHV will also benefit from a tailored support program that provides one mechanic and one avionics specialist on site. Airbus Helicopters has invested much effort in spare parts… with more than 1,000 items already placed in NHV’s inventories, according to Dominique Maudet, executive vice president for global business and services for Airbus Helicopters. The Level D full-flight simulator is at the Helisim Training Academy, adjacent to Airbus Helicopters’ Marignane facility. The simulator, certified by EASA in July 2014, incorporates a state-of-the-art visual projection system with a 210°x80° continuous field of view. Flight International reports interest in the type for Search & Rescue (SAR) missions (with the Hong Kong Government Flying Service, who have recently started a tender process for 7 helicopters in two batches, mentioned as one sales target): Early design activities for the SAR model are already under way, with an initial prototype to fly in early 2016. However, Airbus Helicopters says development of the variant will be progressive as customer-mandated mission systems and equipment are integrated onto the baseline oil and gas model. Deliveries would commence in the 2017 timeframe… Flight International also reports the potential availability of the type with the Turbomeca Ardiden 3C engine in addition to the current Pratt & Whitney Canada PT6C-67E. An engine change to a lighter, more efficient engine would be of particular value in enhancing the EC175’s performance against its larger 8.3t competitor, the AW189 and the forthcoming EC. The left hand engine can operate in ‘hotel mode’ i.e. as an APU. The aircraft has 2 independent air conditioning systems. The EC175 is the first Part 29 rotorcraft designed to MSG3 principles with a Maintenance Review Board (MRB). Currently 18 EC175s are on the production line. Flight International also reports that: Presently each helicopter takes around 12 months...
read moreGrob 120TP Glass Cockpit Certified
Grob 120TP Glass Cockpit Certified The European Aviation Safety Agency has certified the glass cockpit version of the Grob Aircraft G120TP turboprop trainer (Type Certificate Data Sheet EASA.A.565 Issue 2 includes major change optional change note OÄM 565-17). The addition of the glass cockpit also results in an additional Special Condition onto the CS-23 Amendment 1 based Type Certification Basis (namely CRI B-52 Human Factors – Integrated Avionics Systems). For more insight into the G120TP see this video, introduced by test pilot Pete Collins: See also this earlier Flight International report. One nation now expected to introduced the G120TP is the UK. UK Military Flying Training System (UKMFTS) prime contractor is Ascent Flight Training (a Lockheed Martin / Babcock joint venture), who were selected at the UK Ministry of Defence’s Training Service Partner in 2008. Ascent recently confirmed that the preferred bidder for aircraft provision and through life support (until 2033) for the fixed wing element of UKMFTS is Affinity (an Elbit / KBR joint venture). That programme will consist of: Elementary Flying Training at RAF Barkston Heath & RAF Cranwell on the Grob 120TP (replacing Grob 115E Tutors) Multi-Engine Training at RAF Cranwell on the Embraer Phenom 100 (replacing Beechcraft King Air 200s) Basic Flying Training at RAF Valley on the Beechcraft T-6C (replacing Shorts Tucanos) UPDATE 2 February 2016: UKMFTS Fixed Wing Aircraft Service Provision Contract Awarded UPDATE 25 May 2016: The first two of six G120TPs have been delivered to CAE for their contract to train US Army Beechcraft C-12 pilots at Dothan Regional Airport, Alabama. One reason for their selection is they can conduct upset prevention training (the former contract, held by Flight Safety Inc, used a mix of non-aerobatic Cessna 182s supplemented by aerobatic Zlin 242L Gurus) rior to the transition to glass-cockpit C-12s. UPDATE 28 June 2016: See also this article by Dave Unwin: Flight Test: Grob G120TP – The twenty first century trainer UPDATE 19 July 2016: It is reported that the Grob production line is producing 36 G120TPs per annum, with an order backlog to the end of 2018. However, Grob say the tooling is in place to double the rate if extra staff are recruited. The first two examples for UKMFTS are in production and due for delivery in September/October 2016. UPDATE 19 September 2016: Grob / Affinity release photos of G120TPs in UK military colours: UPDATE 19 April 2018: The first student training has commenced at RAF Cranwell. Aerossurance is an Aberdeen based aviation consultancy. For expert advice on aircraft design and selection, air safety, military type certification, MRCOA/Leaflet B-40/civil oversight and aircraft service contracting, contact: enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest updates....
read moreSeason’s Greetings from Aerossurance
Aerossurance sends its season’s greetings to all its customers, partners, suppliers, colleagues and friends. For aviation safety, regulation and contracting expertise contact: enquiries@aerossurance.com Follow us on LinkedIn for our latest updates....
read moreBell 525 Fly-By-Wire Update
Bell 525 Fly-By-Wire Update Bell Helicopter gave an update this month on the Fly-By-Wire (FBW) system being developed for their new super-medium helicopter, the 525 Relentless, at the 8th Rotorcraft Symposium in Cologne. This event was organised by the European Aviation Safety Agency (EASA). The paper by Mike Bothwell and Awais Razais is downloadable as part of a large zip file for the whole symposium or directly here: 7.1._Bothwell_Bell Model 525 relentless advanced fly-by-wire – the pilot safety advantage. Bell claim that the system will aid pilot situational awareness and reduce accidents. Bell is keen to emphasise that the sidesticks are mechanically connected to eliminate two pilots inadvertently fighting each others control inputs. Though the lack of mechanical linkages elsewhere is touted as a safety advantage as it “results in fewer parts and fewer mechanical repairs”. In a feature article [registration required] on the 525 in November Flight International reported that: A pilot can initiate a turn and even retrim the aircraft on the way into it and the helicopter will “maintain the attitude, heading, altitude and speed even if you are nowhere near the controls”. It will prove particularly beneficial in high-workload situations where task saturation becomes an issue, [Bell senior vice-president of commercial programmes Matt] Hasik says, adding that with the FBW system, “you can very easily put the aircraft into a very safe operating condition and put eyes out of the window with less worry than you might normally have”. Tactile cues, like those found on modern fixed-wing transport aircraft, have also been added to the controls, allowing the pilot to receive simple feedback about what the helicopter is doing. At low speeds for example the collective input results in the helicopter translating sideways. At higher speeds it results in a roll. On 2012 Bell announced that they had selected Garmin to provide their newly launched new G5000H helicopter avionics suite. The Bell 525 will feature a four-display system and incorporate Bell’s new awareness, reactive and control (ARC) cockpit. Bell designed and built the flight control system, which runs on three BAE Systems flight control computers and Moog electrohydraulic actuators. In 2012 Bell also selected BAE Systems to provide the FBW computers. The development work will be conducted in Endicott, NY, with production at BAE Systems’ facility in Fort Wayne, Indiana. The collective and cyclic, made by Sagem, are mechanically interconnected (as are the anti-torque pedals) so they move in concert. Bell elected not to adopt electronically connected flight controls, due to the need for additional electronics to manage that connection and ensure reliability and redundancy. The reliability of the Bell 525’s FBW system is being tested in the Relentless Advanced Systems Integration Laboratory (RASIL). The RASIL includes a full cockpit much like a non-motion simulator, but hooked into all the lab equipment that replicates the 525’s systems. The RASIL hosts three separate 525 systems integration labs, one for the helicopter’s Garmin G5000H avionics, one for its FBW flight controls and a third for the electrical system. It was recently reported that electrical power on has occurred on the first aircraft. It was also stated in Cologne that the 525 Customer Advisory Panel was being briefed in early December on readiness progress for the first flight. First flight has slipped from Q4 2014 until at least Q1 2015. The Ottawa-based National Research Council Canada Institute for Aerospace Research (aka NRC Aerospace) has been researching helicopter FBW for a number of years on...
read moreFurther Category A EBS Approved
Further Category A EBS Approved More Category A Compressed Air – Emergency Breather System (CA-EBS) options are now approved against the UK Civil Aviation Authority (CAA) standard in CAP1034. These approvals are under the accessory approval requirements of British Civil Airworthiness Requirements (BCAR) A4-8. Category A EBS was a recommendation from the CAA Review, which resulted in the CAP1145 report (‘Safety review of offshore public transport helicopter operations in support of the exploitation of oil and gas’). It is also being examined as part of the European Aviation Safety Agency (EASA) Rule Making Team RMT.0120 on Helicopter Ditching. Biardo Dutch company, Biardo Survival Suits B.V., a manufacturer of survival suits and lifejackets, has received a UK CAA approval for the CA-EBS integrated with their EASA approved LRS002 lifejacket. This system uses a SCUBA style mouth piece and stores the bottle under a sealed cover. Hansen Meanwhile Norwegian manufacture Hansen Protection gained approval in October 2014 for a Cat A EBS that can integrate with their combined SeaAir suit / lifejacket, according to UK CAA in a prentation given in early December at the European Aviation Safety Agency (EASA) 8th Rotorcraft Symposium. It is also apparently compatible with the SeaAir Barents suit and the company’s SeaAir Europe suit and SeaLion lifejacket. Viking The UK CAA also report that Danish company, Viking Life Saving Equipment is developing a Cat A EBS option. Survitec Group The first UK CAA Cat A EBS approval was granted to UK Company Survitec on 27 June 2014. Aerossurance has previously covered the development of this CA-EBS, which Survitec integrated with their new Mk 50 Lifejacket: Rapid Progress with a Category A EBS OPITO Compressed Air Emergency Breathing System (CA-EBS) Initial Deployment Training Standard UPDATE 26 September 2017: ASD-STAN prEN 4856 for Rotorcraft — Emergency Breathing Systems (EBS) — Requirements, testing and marking has been issued. This will then become a full European Standard (EN) via CEN and be incorporated in an EASA ETSO. Aerossurance is an Aberdeen based aviation consultancy. For expert advice you can trust on helicopter safety, equipment certification and survivability matters, contact: enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest...
read moreHelicopter Ditching – EASA Rule Making Task RMT.0120 Update (NPA 2016-01)
Helicopter Ditching – EASA Rule Making Task RMT.0120 Update (NPA 2016-01 Helicopter ditching and water impact occupant survivability) The European Aviation Safety Agency (EASA) gave an update at their 8th Rotorcraft Symposium on the rule making task (RMT.0120) looking at helicopter ditching requirements. The paper is downloadable as part of a large zip file for the whole symposium or directly here. The RMT was one initiative launched by EASA after the 2009 Newfoundland S-92 accident and predates the UK Civil Aviation Authority (CAA) Safety review of offshore public transport helicopter operations in support of the exploitation of oil and gas, which resulted in the CAP1145 report and its 61 actions and recommendations (discussed here). The team is taking a holistic approach looking at: New rules on ‘survivable water impacts’ Modifying existing Ditching rules Enhancing existing cabin safety rules Enhancing rules for life raft installation New rules/guidance on ELT installation Survival Equipment (including immersions suits, lifejackets and EBS) Passenger Size & Weight Study Operational Issues such as training & brace position UPDATE: We have also since published these articles: NTSB Report on Bizarre 2012 US S-76B Ditching Dramatic Malaysian S-76C 2013 Ditching Video Canadian Coast Guard Helicopter Accident: CFIT, Survivability and More Night Offshore Winching CFIT CAP1145 Helicopter Water Impact Survivability Statistics – A Critique UPDATE 22 August 2020: Fatal Mi-8 Loss of Control – Inflight and Water Impact off Svalbard UPDATE 12 December 2020: NH90 Caribbean Loss of Control – Inflight, Water Impact and Survivability Issues NPA 2016-01 Helicopter ditching and water impact occupant survivability UPDATE 23 March 2016: EASA published NPA 2016-01 Helicopter ditching and water impact occupant survivability on a 3 month public consultation period. Previous studies on and accident investigations into helicopter ditchings and water impact events have highlighted inadequacies in the existing certification specifications (CS-27, CS-29) and in the rules governing offshore operations. In particular, it has been established that in an otherwise survivable water impact, most fatalities occurred as a result of drowning because the occupants were unable either to rapidly escape from a capsized and flooded cabin, or to survive in the sea for sufficient time until rescue. Furthermore, the testing environment in which helicopters are type-certified for ditching bears little resemblance to the sea conditions experienced in operation. In order to thoroughly address these and other ditching-related issues, and due to the nature of ditching-related hazards, this rulemaking task (RMT.0120 (27&29.008)) has taken a holistic approach to the problem, which crosses traditional airworthiness/operational boundaries. A detailed risk assessment has been undertaken that reflects both certification and operational experience and builds upon data extracted from accident reports and previous studies. The specific objective of this NPA, however, is to propose changes to CS-27 and CS-29… Retroactive rules are to be considered in a second phase of this RMT. …the primary change proposed aims to establish a new ditching certification methodology by which a target probability of capsize following a ditching can be determined based on the level of capsize mitigation applied to the design. UPDATE 20 September 2016: The UK CAA today briefed the Oil and Gas UK Aviation Seminar that 300 comments were received, which were assessed at a three day EASA review session in July 2016. UPDATE 20 January 2017: EASA release the revised group composition for the NPA review. An update of BARSOHO (Version 3), fully aligned...
read more70 Years of the Chicago Convention on International Civil Aviation
The International Civil Aviation Organisation (ICAO) has issued the following press release: In 1944, delegates from 54 nations gathered in the Grand Ballroom of the Stevens Hotel in Chicago at the invitation of the United States of America. At this event, the participants concluded and signed the Convention on International Civil Aviation, also known more popularly as the ‘Chicago Convention’, the defining international agreement which has since permitted the global civil aviation system to develop peacefully and in a manner benefitting all peoples and nations of the world. In 2014, ICAO and the global air transport community will be commemorating this momentous occasion by convening a series of special events in Montreal and Chicago. Featuring high-level participation from the host governments of Canada and the United States of America, and representatives from ICAO’s Council and Member States, these proceedings will culminate in an Extraordinary Session of the ICAO Council on Monday, 8 December, in the exact same room where the Convention was signed in the Stevens Hotel (now the Chicago Hilton) 70 years ago. On this occasion, ICAO Council Representatives will adopt a Special Resolution paying tribute to the Chicago Convention’s significant contributions to global peace and prosperity through the safe and orderly development of international civil aviation. For impartial and practical expertise on aviation regulation and safety management, contact Aerossurance at enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest updates....
read moreElbit Enhanced Flight Vision Systems
Elbit Enhanced Flight Vision Systems (EFVS) for Helicopters and regional Aircraft Elbit Systems presented to the European Aviation Safety Agency (EASA) 8th Rotorcraft Symposium today. The paper is downloadable and a prior video is available to view: UPDATE 5 July 2016: Certification of the SkyLens system on the ATR turboprop family is expected in 2017: EASA and the FAA have been involved very early in the process, as the system will be the first of its kind in civil aviation. Both authorities participated in demonstration flights and have jointly prepared a certification review item, with the aim of updating the existing AMC2511 standard for HUD approval. The equipment, which is to be donned just before the approach phase, is similar to wearing glasses and an audio headset. It weighs about 0.7 pounds (just over 300 grams)… A stick-mounted push button enables the pilot to deactivate the infrared image. He or she can thus return to naked eye vision (augmented with symbology) quickly. In approach, the symbology is decluttered for the pilot to focus on the runway, speed and height. Only the pilot in the left seat will be equipped with the wearable device—for cost reasons Canary Islands carrier Binter Canarias, for example, believes it would be helpful to cope with mist that forms close to the sea. In a second phase, synthetic vision will be added. Fusion of the two images (infrared and synthetic) will be possible—or the pilot may choose just one of these, depending on the flight phase. UPDATE 31 October 2018: UPDATE 8 January 2019: Aurigny will buy three ATR 72-600 for delivery from August 2019 and all three will be equipped with the new ClearVision Enhanced Vision System (EVS) and SkyLens, with Aurigny the launch customer:. Aurigny’s…Guernsey location in the English Channel, sees its flight operations regularly affected by fog, leading to disruptions for passengers. A study showed that an ATR equipped with the ClearVision™ EVS could have saved 50% of the disrupted landings in Guernsey, over the period of a year. ClearVision™ will also enhance operations into other destinations served by Aurigny. The airlines was recently rated no 1 short haul airline by Which? magazine. UPDATE 21 March 2020: [Elbit’s] Universal Avionics Systems has received European Union Aviation Safety Agency certification for its ClearVision enhanced flight vision system (EFVS) with SkyLens head-wearable display, the first time that a head-wearable display has been certified for civil aviation. The certification is on the ATR 72/42 regional airliner. Universal Avionics is working on three helicopter certification programs for ClearVision and SkyLens in Europe. Two are for Leonardo’s AW139 and AW169 and one for a German police Airbus Super Puma. For advice you can trust on helicopter safety, equipment certification and selection, contact us at enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest...
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