The flight which ended in tragedy - Article from the Blackpool Gazette on 27 December 2007
IT should have been another routine flight – one of dozens which happen every day in the Irish Sea. A three-minute hop from rig to rig, dropping off crew members and taking others home for New Year.
But at just after 6pm on December 27 last year, the Eurocopter Dauphin AS365N on which the men were flying plunged into the cold waters sparking one of the most dramatic, but unfortunately fruitless, rescue missions the Fylde coast has ever seen.
Lifeboat crews from Fleetwood and Lytham were joined by colleagues from Barrow as well as RAF Sea King crews to scour the waters of Morecambe Bay for the men in the hope they had survived the impact.
Doomed
Despite some crew members spending more than 24 hours at sea, all they were able to bring ashore were the bodies of those onboard and shattered parts of the doomed chopper.
An hour before the crash, the helicopter, piloted by North Shore man Steve Potton and owned by CHC Scotia, had left the offshore terminal at Blackpool Airport with plans filed to visit half a dozen gas rigs.
The journey had been uneventful until the last landing of the evening. As the aircraft approached the North Morecambe gasfield rig, the helicopter, controlled by Preston-based co-pilot Simon Foddering, began to go out of control. Mr Foddering decided to abort the landing but the helicopter continued to lose altitude and roll to the right.
Eyewitnesses, waiting on the helipad, said the aircraft appeared to be making a sudden turn to the right. As the situation became more serious, Mr Foddering called on Captain Potton, a man with decades of experience piloting rig helicopters, to take control. In the last few seconds he was able to level the chopper but could not halt the descent.
The aircraft hit the water at an estimated speed of more than 140mph, breaking up on impact. According to air crash investigators, those on board would have been killed instantly.
Almost immediately the alarm was raised.
RAF search and rescue helicopters were dispatched from their base in North Wales and Fylde coast lifeboat crews were scrambled. It was Fleetwood's lifeboatmen who took the lead, taking command of the search site, 27 miles off the Blackpool coast. They returned to port early the next morning to refuel the lifeboat, bringing back with them evidence of just how massive the impact had been.
Part of the helicopter nose cone, a door panel and a section of seating were among the items of wreckage brought ashore. As the parts were handed over to police, lifeboat crew members headed back to the rigs, to continue the hunt for those who had been onboard.
By the end of the day six out of seven bodies had been found. Leslie Ahmed, Simon Foddering, Alfred Neasham, Steve Potton, John Shaw, and Robert Warburton were all brought ashore. But as the weather worsened in the Irish Sea in the following days, it became apparent the seventh victim, rig worker Keith Smith, was lost at sea.
In the days which followed, investigations into the crash began. Initial speculation centred on mechanical failure, with rumours that a broken component on the 1985-built aircraft had caused the crash.
Report
However, this line of questioning was all but dismissed in the first official report, published in January by the air accident investigation branch. Their experts concluded a fault had not occurred on any flight critical system.
Investigations continue to try to find out the cause, but there is no doubting the heroic role played by 52-year-old Blackpool pilot Steve Potton in the last seconds.
Since the accident, more than £70,000 has been raised for charities and organisations involved in the search and rescue operations, in memory of the men who died, including Mr Potton.
Friday, December 28, 2007
Monday, March 12, 2007
AAIB report 7 March 2007
Available from Government News Network.
Initial reports are being disseminated because of the importance of helicopter operations in support of the offshore oil and gas industry. I don't understand all the terminology used, but it seems the co-pilot was not happy with the approach. When the commander took over he could not get the helicopter to climb and it continued to fall a great rate. However, there is not explanation about why he had this problem.
Excerpts from the report are shown below.
It is estimated that more than 90% of the helicopter has been recovered including the tail rotor, the main rotor head, the main gearbox and both engines. There are no signs of a mechanical failure prior to the crash
Also, the combined data and voice recorder has been recovered and successfully replayed. From this the following has been determined. "During the later stages f the approach the helicopter slowly pitched nose down and commenced a slow roll to the right. At the same time the collective lever was raised, increasing power from the engines, and the indicated airspeed and altitude began to increase. The crew became unhappy with the approach and decided to abort the attempt to land.
A go around was commenced during which the helicopter continued to roll to the right and pitch nose down. The co-pilot asked for assistance and the commander took control. The data indicates that one second later the helicopter had attained a maximum nose down pitch attitude of 30o, coincident with a bank angle of 38o to the right. The indicated airspeed was increasing through 80 kt, and the radio altitude was reducing through 300 ft with a rate of descent of approximately 1,400 ft per minute. Over the next two and a half seconds, the helicopter rolled level and the pitch atitude reduced to 13o nose down. The radio altitude indicated 170 ft, with an indicated airspeed in excess of 100 kt and a rate of descent of about 1,400 ft per minute. During the next five and a half seconds, there was no significant change in the pitch atitude and the indicated airpseed continued to increase as the helicopter descended; over the same period, the helicopter commenced a slow roll to the right. The last recorded parameters indicate a radio altitude of 30 ft, a 12o nose down pitch atitude, an indicated airspeed of 126 kt, and an angle of bank of 20o to the right.
A review of the recorded data to date has not indicated any problems of a technical nature and no helicopter maneuvers have been identified which were not in response to flight controls."
Initial reports are being disseminated because of the importance of helicopter operations in support of the offshore oil and gas industry. I don't understand all the terminology used, but it seems the co-pilot was not happy with the approach. When the commander took over he could not get the helicopter to climb and it continued to fall a great rate. However, there is not explanation about why he had this problem.
Excerpts from the report are shown below.
It is estimated that more than 90% of the helicopter has been recovered including the tail rotor, the main rotor head, the main gearbox and both engines. There are no signs of a mechanical failure prior to the crash
Also, the combined data and voice recorder has been recovered and successfully replayed. From this the following has been determined. "During the later stages f the approach the helicopter slowly pitched nose down and commenced a slow roll to the right. At the same time the collective lever was raised, increasing power from the engines, and the indicated airspeed and altitude began to increase. The crew became unhappy with the approach and decided to abort the attempt to land.
A go around was commenced during which the helicopter continued to roll to the right and pitch nose down. The co-pilot asked for assistance and the commander took control. The data indicates that one second later the helicopter had attained a maximum nose down pitch attitude of 30o, coincident with a bank angle of 38o to the right. The indicated airspeed was increasing through 80 kt, and the radio altitude was reducing through 300 ft with a rate of descent of approximately 1,400 ft per minute. Over the next two and a half seconds, the helicopter rolled level and the pitch atitude reduced to 13o nose down. The radio altitude indicated 170 ft, with an indicated airspeed in excess of 100 kt and a rate of descent of about 1,400 ft per minute. During the next five and a half seconds, there was no significant change in the pitch atitude and the indicated airpseed continued to increase as the helicopter descended; over the same period, the helicopter commenced a slow roll to the right. The last recorded parameters indicate a radio altitude of 30 ft, a 12o nose down pitch atitude, an indicated airspeed of 126 kt, and an angle of bank of 20o to the right.
A review of the recorded data to date has not indicated any problems of a technical nature and no helicopter maneuvers have been identified which were not in response to flight controls."
Thursday, February 1, 2007
Cause remains a mystery
According to the Shields Gazette 31 January 2007 in article 'NO MECHANICAL FAULT' ON HELICOPTER by Carlie Hamiltons Click here
"MYSTERY still surrounds the cause of a helicopter crash"
Flight recorders show the crew were unhappy with their approach and began a 'go-around.'
The helicopter, which was pitched forward at an angle of 38 and banked over to the right, also at an angle of 38, levelled out, but continued to gain speed. It began to roll over to the right again, and when it hit the water it was travelling at a speed of around 126 knots.
The AAIB report said: "The conclusion of this preliminary examination is that there are no signs of pre-impact malfunction of any major mechanical components, including the tail rotor and its drive shaft. "A review of the recorded data to date has not indicated any problems of a technical nature, and no helicopter manoeuvres have been identified which were not in response to flight control inputs.
So what did cause the crash. Referring to a previous post about what generally causes helicopter accidents it seems that mechanical and electrical malfunction have been ruled out. From this list it only leaves operational errors. There is another theory about a gas leak covered by another previous post
"MYSTERY still surrounds the cause of a helicopter crash"
Flight recorders show the crew were unhappy with their approach and began a 'go-around.'
The helicopter, which was pitched forward at an angle of 38 and banked over to the right, also at an angle of 38, levelled out, but continued to gain speed. It began to roll over to the right again, and when it hit the water it was travelling at a speed of around 126 knots.
The AAIB report said: "The conclusion of this preliminary examination is that there are no signs of pre-impact malfunction of any major mechanical components, including the tail rotor and its drive shaft. "A review of the recorded data to date has not indicated any problems of a technical nature, and no helicopter manoeuvres have been identified which were not in response to flight control inputs.
So what did cause the crash. Referring to a previous post about what generally causes helicopter accidents it seems that mechanical and electrical malfunction have been ruled out. From this list it only leaves operational errors. There is another theory about a gas leak covered by another previous post
Tuesday, January 30, 2007
Cause 'not mechanical'
30 January 2007 BBC News website
No evidence of major mechanical failure has been found in connection with the Morecambe helicopter, a preliminary report has revealed.
Flight recorders show the crew had been approaching the platform but had become unhappy with the manoeuvre and aborted their attempt to land.
The AAIB report said: "A review of the recorded data to date has not indicated any problems of a technical nature and no helicopter manoeuvres have been identified which were not in response to flight control inputs.
Also, from Guardian Unlimited
Co-pilot Simon Foddering, 33, from Preston, flew the craft from the Millom West platform at 6.26pm and was around 500 yards from North Morecambe when he got into difficulties. Flight recorders show the crew had been approaching the platform but had become unhappy with the manoeuvre and aborted their attempt to land. Mr Foddering began a "go-around" but struggled and asked for help before commander Stephen Potton, 52, took over the controls.
The helicopter, which was pitched forward at an angle of 38 degrees and banked over to the right also at an angle of 38 degrees, levelled out, but continued to gain speed. It began to roll over to the right again and when it hit the water it was travelling at a speed of around 126 knots.
The AAIB report said: "The conclusion of this preliminary examination is that there are no signs of pre-impact malfunction of any major mechanical components, including the tail rotor and its drive shaft. A review of the recorded data to date has not indicated any problems of a technical nature and no helicopter manoeuvres have been identified which were not in response to flight control inputs.
No evidence of major mechanical failure has been found in connection with the Morecambe helicopter, a preliminary report has revealed.
Flight recorders show the crew had been approaching the platform but had become unhappy with the manoeuvre and aborted their attempt to land.
The AAIB report said: "A review of the recorded data to date has not indicated any problems of a technical nature and no helicopter manoeuvres have been identified which were not in response to flight control inputs.
Also, from Guardian Unlimited
Co-pilot Simon Foddering, 33, from Preston, flew the craft from the Millom West platform at 6.26pm and was around 500 yards from North Morecambe when he got into difficulties. Flight recorders show the crew had been approaching the platform but had become unhappy with the manoeuvre and aborted their attempt to land. Mr Foddering began a "go-around" but struggled and asked for help before commander Stephen Potton, 52, took over the controls.
The helicopter, which was pitched forward at an angle of 38 degrees and banked over to the right also at an angle of 38 degrees, levelled out, but continued to gain speed. It began to roll over to the right again and when it hit the water it was travelling at a speed of around 126 knots.
The AAIB report said: "The conclusion of this preliminary examination is that there are no signs of pre-impact malfunction of any major mechanical components, including the tail rotor and its drive shaft. A review of the recorded data to date has not indicated any problems of a technical nature and no helicopter manoeuvres have been identified which were not in response to flight control inputs.
Sunday, January 7, 2007
Black-box located
News reports suggest the black-box was located on 7 January, but not recovered. At this time there seem to be no clues as to why the helicopter crashed.
Friday, January 5, 2007
What causes helicopters to crash?
With bad weather hampering the collection of the black box and other evidence from the crashed helicopter, I thought it would be useful to find out a bit more about the most common causes of crashes.
I found a good summary at Crouse Law Offices website. Note, whilst I am happy to reference their site, I have no association with the company or endorse them in any way.
Their summary is below.
Helicopters are complex, sophisticated machines. They consist of engines, rotors, drive shafts, gears, electronics, flight controls and landing gear, all of which must function properly both independently and together for the helicopter to operate safely. These individual systems and their components must be designed, manufactured, maintained and operated with the utmost skill and care if the helicopter is to fly safely.
Recently, government agencies, industry and operators conducted their first International Helicopter Safety Symposium which was held in order to develop means to reduce helicopter accidents. The accident rate in helicopter flight was flat, or perhaps increasing attendees noted. The statistics presented showed that the helicopter accident rate was 7.5 per 100,000 hours of flying, whereas the airplane accident rate was approximately 0.175 per 100,000 flying hours. As the Symposium’s chairman noted: “Vertical flight is an exclusive engineering feat that only helicopters can offer. They operate close to the ground, within the earth’s boundary layer and are exposed to hazards beyond other flight vehicles. It therefore requires special attention to ensure safety of flight.” This is true in general of helicopter operations, and particular types of helicopter operations—military, fire-fighting, law enforcement, medical evacuation—are even more demanding.
The causes of helicopter accidents can be grouped into three major causal areas: Operational error, mechanical malfunction, and electrical malfunction. Within these broad categories, there are multiple underlying causes.
1. Operational Error. Although all three categories involve some degree of human error, operational error is the one where the human error is most direct and apparent. This human error can occur in flight planning, actual conduct of the flight, in training or in maintenance.
a. Failure to operate the aircraft in accordance with the aircraft’s operational limitations.
b. Operating the aircraft in unsafe environmental conditions.
c. Failing to properly plan the flight.
d. Improper maintenance
e. Improper training of flight and maintenance personnel
f. Faulty manuals, training guides, checklists and operational procedures
g. Faulty oversight, auditing and review procedures
2. Mechanical Malfunction. A component of the aircraft fails or fails to function as intended. This can happen anywhere along the component’s life.
a. Improper design
b. Inadequate testing
c. Faulty manufacture
d. Inadequate quality control
e. Inadequate operational monitoring
f. Improper use
g. Poor maintenance
h. Inadequate lubrication or cooling
i. Improper installation
3. Electrical Malfunction Here, the electrical source stops working or one of its components has a malfunction.
a. The electrical source malfunctions
b. An electrical short occurs
c. An electrical component malfunctions
d. Inadequate design
e. Inadequate testing
f. Inadequate quality control
g. Inadequate operational monitoring
Each of these elements of the three major causal areas contains its own subset of individual factors as to exactly why and how it occurs. Sometimes these factors result in minor or no aircraft damage or injury, but all too frequently they cause great aircraft damage and personal injury, even death. One thing is true as to all causes: they are preventable.
End of summary
Interestingly, searching google for "what causes helicopters to crash" brings up a number of references to an alleged case where a helicopter crashed because the pilot was maneuvering to get a view of a bikini-clad Kate Hudson (actress)
I found a good summary at Crouse Law Offices website. Note, whilst I am happy to reference their site, I have no association with the company or endorse them in any way.
Their summary is below.
Helicopters are complex, sophisticated machines. They consist of engines, rotors, drive shafts, gears, electronics, flight controls and landing gear, all of which must function properly both independently and together for the helicopter to operate safely. These individual systems and their components must be designed, manufactured, maintained and operated with the utmost skill and care if the helicopter is to fly safely.
Recently, government agencies, industry and operators conducted their first International Helicopter Safety Symposium which was held in order to develop means to reduce helicopter accidents. The accident rate in helicopter flight was flat, or perhaps increasing attendees noted. The statistics presented showed that the helicopter accident rate was 7.5 per 100,000 hours of flying, whereas the airplane accident rate was approximately 0.175 per 100,000 flying hours. As the Symposium’s chairman noted: “Vertical flight is an exclusive engineering feat that only helicopters can offer. They operate close to the ground, within the earth’s boundary layer and are exposed to hazards beyond other flight vehicles. It therefore requires special attention to ensure safety of flight.” This is true in general of helicopter operations, and particular types of helicopter operations—military, fire-fighting, law enforcement, medical evacuation—are even more demanding.
The causes of helicopter accidents can be grouped into three major causal areas: Operational error, mechanical malfunction, and electrical malfunction. Within these broad categories, there are multiple underlying causes.
1. Operational Error. Although all three categories involve some degree of human error, operational error is the one where the human error is most direct and apparent. This human error can occur in flight planning, actual conduct of the flight, in training or in maintenance.
a. Failure to operate the aircraft in accordance with the aircraft’s operational limitations.
b. Operating the aircraft in unsafe environmental conditions.
c. Failing to properly plan the flight.
d. Improper maintenance
e. Improper training of flight and maintenance personnel
f. Faulty manuals, training guides, checklists and operational procedures
g. Faulty oversight, auditing and review procedures
2. Mechanical Malfunction. A component of the aircraft fails or fails to function as intended. This can happen anywhere along the component’s life.
a. Improper design
b. Inadequate testing
c. Faulty manufacture
d. Inadequate quality control
e. Inadequate operational monitoring
f. Improper use
g. Poor maintenance
h. Inadequate lubrication or cooling
i. Improper installation
3. Electrical Malfunction Here, the electrical source stops working or one of its components has a malfunction.
a. The electrical source malfunctions
b. An electrical short occurs
c. An electrical component malfunctions
d. Inadequate design
e. Inadequate testing
f. Inadequate quality control
g. Inadequate operational monitoring
Each of these elements of the three major causal areas contains its own subset of individual factors as to exactly why and how it occurs. Sometimes these factors result in minor or no aircraft damage or injury, but all too frequently they cause great aircraft damage and personal injury, even death. One thing is true as to all causes: they are preventable.
End of summary
Interestingly, searching google for "what causes helicopters to crash" brings up a number of references to an alleged case where a helicopter crashed because the pilot was maneuvering to get a view of a bikini-clad Kate Hudson (actress)
Thursday, January 4, 2007
Post Mortem
From This is Lancashire 4 January 2007
Post-mortem examinations conducted by two Home Office pathologists revealed that in all cases except one, the men died from multiple injuries. One, Leslie Ahmed, died from drowning.
Post-mortem examinations conducted by two Home Office pathologists revealed that in all cases except one, the men died from multiple injuries. One, Leslie Ahmed, died from drowning.
Theory - gas cloud caused crash
Methane cloud may have caused helicopter crash
Published North West Evening Mail on 03/01/2007
A RIG safety expert who lost a friend in the Morecambe Bay helicopter disaster claims a gas cloud may have been to blame for the crash.
Tim Bell, from Dalton, says the doomed Dauphin helicopter which crashed with seven on board, may have flown into a methane cloud emitting from the underwater fields.
The chopper crashed last Wednesday as it approached a gas rig 25 miles from the Barrow coast, killing the two pilots and four rig workers.
One man is still missing, presumed dead, and the search for him could be resumed this week.
Mr Bell, who implemented safety recommendation on Morecambe Bay gas rigs following the Piper Alpha tragedy, claims that engines starved of oxygen may have cut off.
He said: “One such scenario that I have not seen reported is the possibility that the helicopter flew into a gas cloud. This gas could come from either the gas production processes, a gas pipeline leak or the seabed itself, particularly as the gas reservoir is shallow.
“This scenario has probably not been suggested as it requires transparency from the operating company on operating processes and their ability to detect and monitor gas clouds in helicopter flight paths.
“Helicopters approach the platforms from downwind of the platform so any gas release from the platform would be directly in their flight path.”
Mr Bell, a senior manager on Morecambe Bay gas rigs for 15 years, added: “Concentrations of gas would have different effects on the helicopter, depending on the ratio of gas to oxygen, 100 per cent gas would have the effect of starving the engines of oxygen and the engines would cut out immediately.”
Flight International Magazine safety editor David Learmount, however, said the theory was unlikely, but he said methane clouds were always a danger to aircraft. He said: “The engines lose power but they do not stop. It was something far more dramatic than a loss of power in the engine.
“Pilots are aware of hot air or methane gas. They are factors they have to take into account.”
Businessman Mr Bell, who worked with crash victim Robert Warburton, 60, a married man from Heysham, Lancs, added: “I join many others in expressing my heartfelt sympathy for their families and workmates.
“It is a close working community on the rigs, which is why all possible causes of this accident are fully investigated to prevent this accident happening again.”
Published North West Evening Mail on 03/01/2007
A RIG safety expert who lost a friend in the Morecambe Bay helicopter disaster claims a gas cloud may have been to blame for the crash.
Tim Bell, from Dalton, says the doomed Dauphin helicopter which crashed with seven on board, may have flown into a methane cloud emitting from the underwater fields.
The chopper crashed last Wednesday as it approached a gas rig 25 miles from the Barrow coast, killing the two pilots and four rig workers.
One man is still missing, presumed dead, and the search for him could be resumed this week.
Mr Bell, who implemented safety recommendation on Morecambe Bay gas rigs following the Piper Alpha tragedy, claims that engines starved of oxygen may have cut off.
He said: “One such scenario that I have not seen reported is the possibility that the helicopter flew into a gas cloud. This gas could come from either the gas production processes, a gas pipeline leak or the seabed itself, particularly as the gas reservoir is shallow.
“This scenario has probably not been suggested as it requires transparency from the operating company on operating processes and their ability to detect and monitor gas clouds in helicopter flight paths.
“Helicopters approach the platforms from downwind of the platform so any gas release from the platform would be directly in their flight path.”
Mr Bell, a senior manager on Morecambe Bay gas rigs for 15 years, added: “Concentrations of gas would have different effects on the helicopter, depending on the ratio of gas to oxygen, 100 per cent gas would have the effect of starving the engines of oxygen and the engines would cut out immediately.”
Flight International Magazine safety editor David Learmount, however, said the theory was unlikely, but he said methane clouds were always a danger to aircraft. He said: “The engines lose power but they do not stop. It was something far more dramatic than a loss of power in the engine.
“Pilots are aware of hot air or methane gas. They are factors they have to take into account.”
Businessman Mr Bell, who worked with crash victim Robert Warburton, 60, a married man from Heysham, Lancs, added: “I join many others in expressing my heartfelt sympathy for their families and workmates.
“It is a close working community on the rigs, which is why all possible causes of this accident are fully investigated to prevent this accident happening again.”
Inquest opened and adjourned
The inquest into the deaths of the six people recovered and adjourned on 2 January 2006. The seventh person was still not found.
Reported in Manchester Evening News, Lancashire Evening Post, The Times, and North West Evening Mail, amongst others.
Reported in Manchester Evening News, Lancashire Evening Post, The Times, and North West Evening Mail, amongst others.
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