Reported in the The Scotsman 13 March 2009 by Lucy Collins
The jury has recorded a verdict of accidental death at the inquest into a helicopter crash which claimed seven lives.
The jury foreman said: "We, the jury, agree the cause of death was accidental. We agree there were contributing factors and that these were poor weather conditions, leading to a lack of visual clues, pilot disorientation and transfer of control."
Andy Brazier
Monday, March 16, 2009
Thursday, March 12, 2009
Last moments of air crash victims
Article covering the first day of the inquest into the deaths. Published in The Northern Echo on 11 March 2009
"Flight recorders show the crew had been approaching the landing but had become unhappy with the manoeuvre and aborted their attempt.
Mr Foddering began a “goaround” but struggled and asked for help before Mr Potton took over the controls.
Air accident investigator Marcus Cook said there had been a brief exchange between the pilots about depth perception in the seconds before the crash.
Mr Potton asked his co-pilot if he was all right, and Mr Foddering replied: “No, I’m not happy, mate”, the jury heard.
Mr Foddering asked his commander to “help us out” and, after a four-second delay, Mr Potton took charge. Mr Cook said the four seconds amounted to a “significant delay”.
He said the handover of control between the pilots was imprecise.
The AAIB report also found that Mr Potton could have given better commands to his co-pilot.
AAIB experts told the jury that contributing factors to the crash of the 21-year-old helicopter included the co-pilot losing control, and the four second delay in the commander responding to a request for help.
Experts also said that the crew had not been given “synthetic” training in a simulator, which could have been beneficial.
"Flight recorders show the crew had been approaching the landing but had become unhappy with the manoeuvre and aborted their attempt.
Mr Foddering began a “goaround” but struggled and asked for help before Mr Potton took over the controls.
Air accident investigator Marcus Cook said there had been a brief exchange between the pilots about depth perception in the seconds before the crash.
Mr Potton asked his co-pilot if he was all right, and Mr Foddering replied: “No, I’m not happy, mate”, the jury heard.
Mr Foddering asked his commander to “help us out” and, after a four-second delay, Mr Potton took charge. Mr Cook said the four seconds amounted to a “significant delay”.
He said the handover of control between the pilots was imprecise.
The AAIB report also found that Mr Potton could have given better commands to his co-pilot.
AAIB experts told the jury that contributing factors to the crash of the 21-year-old helicopter included the co-pilot losing control, and the four second delay in the commander responding to a request for help.
Experts also said that the crew had not been given “synthetic” training in a simulator, which could have been beneficial.
Thursday, November 6, 2008
Official AAIB report published
Report No: 7/2008. Report on the accident to Aerospatiale SA365N, registration G-BLUN, near the North Morecambe gas platform, Morecambe Bay on 27 December 2006.
Report published 23 October 2008 by the Air Accident Investigation Board and available at their website.
The report suggests the co-pilot who was flying the helicopter on its approach to the gas platform became disorientated, probably due to darkness and weather. Handover of control to the pilot was not precise and the pilot himself was not ready to take control. This meant there was not enough to time to work out what to do before the helicopter hit the water at a speed that was not survivable.
This is a difficult accident to comment on. We usually look for root causes in systems and organisations so that we can make good recommendations. This accident is an example of how individuals can fail, and sometimes those failures will result in accidents. In others words, if we accept risk we sometime have to accept tragedy.
The report makes six recommendations, but none in my mind are particularly earth shattering, asking for reviews of standard operating procedures and suggesting some areas for research. A comment is made that a simulator was available for training, but had not been used. No recommendation is made, and given the level of experience of the pilots in this case it is difficult to see whether such training would have had much impact on the risks.
Andy Brazier
Report published 23 October 2008 by the Air Accident Investigation Board and available at their website.
The report suggests the co-pilot who was flying the helicopter on its approach to the gas platform became disorientated, probably due to darkness and weather. Handover of control to the pilot was not precise and the pilot himself was not ready to take control. This meant there was not enough to time to work out what to do before the helicopter hit the water at a speed that was not survivable.
This is a difficult accident to comment on. We usually look for root causes in systems and organisations so that we can make good recommendations. This accident is an example of how individuals can fail, and sometimes those failures will result in accidents. In others words, if we accept risk we sometime have to accept tragedy.
The report makes six recommendations, but none in my mind are particularly earth shattering, asking for reviews of standard operating procedures and suggesting some areas for research. A comment is made that a simulator was available for training, but had not been used. No recommendation is made, and given the level of experience of the pilots in this case it is difficult to see whether such training would have had much impact on the risks.
Andy Brazier
Friday, December 28, 2007
One year on
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.
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.
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.
Saturday, December 30, 2006
Maritime & Coastguard Agency press release 28 December 2006
Sadly, the seventh person onboard the helicopter lost in Morecambe Bay last night has not been found.
This follows a comprehensive 22 hour sea search coordinated by Liverpool Coastguard, covering up to 32 square miles of sea and involving two RAF helicopters, three RNLI lifeboats and three rig platform stand-by vessels with their associated fast response vessels.
Six bodies were recovered from the sea last night during the early stages of the rescue operation, close to where the helicopter was seen going into the sea. Wreckage from the aircraft has been recovered by rescuers as part of the investigation by the AAIB (Air Accident Investigation Branch).
The weather conditions in the area are worsening with gales forecast for the Irish Sea and Liverpool Coastguard do not plan to resume an active search and rescue operation on Friday. However, vessels in the area will be asked to continue to keep a look out and report anything found to the Coastguard.
Jim Paton, Liverpool Coastguard Operations Manager said:
Liverpool Coastguard has coordinated an intensive sea surface search lasting nearly 24 hours. The initial search last night was launched very quickly and the search area has been thoroughly covered. All that could be done in terms of search and rescue has been done and I must pay tribute to all the crews of the vessels and helicopters who spared no effort in searching in difficult conditions. Also the operations room of Liverpool Coastguard who coordinated the search. Sadly, all realistic hope has gone of finding a survivor at this stage of the operation. Our thoughts and sympathy are with the families and friends of the men involved.
Posted By: Julia Gosling
For further details contact:
The Maritime & Coastguard Agency Press Office
023 8032 9401
This follows a comprehensive 22 hour sea search coordinated by Liverpool Coastguard, covering up to 32 square miles of sea and involving two RAF helicopters, three RNLI lifeboats and three rig platform stand-by vessels with their associated fast response vessels.
Six bodies were recovered from the sea last night during the early stages of the rescue operation, close to where the helicopter was seen going into the sea. Wreckage from the aircraft has been recovered by rescuers as part of the investigation by the AAIB (Air Accident Investigation Branch).
The weather conditions in the area are worsening with gales forecast for the Irish Sea and Liverpool Coastguard do not plan to resume an active search and rescue operation on Friday. However, vessels in the area will be asked to continue to keep a look out and report anything found to the Coastguard.
Jim Paton, Liverpool Coastguard Operations Manager said:
Liverpool Coastguard has coordinated an intensive sea surface search lasting nearly 24 hours. The initial search last night was launched very quickly and the search area has been thoroughly covered. All that could be done in terms of search and rescue has been done and I must pay tribute to all the crews of the vessels and helicopters who spared no effort in searching in difficult conditions. Also the operations room of Liverpool Coastguard who coordinated the search. Sadly, all realistic hope has gone of finding a survivor at this stage of the operation. Our thoughts and sympathy are with the families and friends of the men involved.
Posted By: Julia Gosling
For further details contact:
The Maritime & Coastguard Agency Press Office
023 8032 9401
More speculation of cause 29 December 2006
Scotsman 29 December 2006. Jim Ferguson, an aviation writer.
He said that control failure, gearbox problems "or, God forbid, a blade coming off" were among possible mechanical explanations, while human error could not be ruled out.
A fractured rotor blade was pinpointed as the probable cause of a North Sea helicopter crash that killed 11 people in 2002.
"At present, there is one big question-mark hanging over the crash," added Mr Ferguson. He said the most recent serious accident in Europe involving a similar aircraft was in 1988, when a helicopter crashed 13 miles north of Rotterdam. The accident was attributed to "pilot disorientation".
He said that control failure, gearbox problems "or, God forbid, a blade coming off" were among possible mechanical explanations, while human error could not be ruled out.
A fractured rotor blade was pinpointed as the probable cause of a North Sea helicopter crash that killed 11 people in 2002.
"At present, there is one big question-mark hanging over the crash," added Mr Ferguson. He said the most recent serious accident in Europe involving a similar aircraft was in 1988, when a helicopter crashed 13 miles north of Rotterdam. The accident was attributed to "pilot disorientation".
Friday, December 29, 2006
1st speculation about the cause
According to the North West Evening Mail on 29 December 2006 Flight International magazine’s safety editor David Learmount says the evidence points to a rotor problem.
He said: “It could have had trouble with its tail rotor. There are other reasons but that is the most likely one.
“Something went wrong suddenly. We do not know what it was. It must have taken the pilots by surprise because they did not have time to make a call.”
He said: “It could have had trouble with its tail rotor. There are other reasons but that is the most likely one.
“Something went wrong suddenly. We do not know what it was. It must have taken the pilots by surprise because they did not have time to make a call.”
Summary of known facts 30 December 2006
Helicopter = Eurocopter AS365N ("Dauphin")
20 years old but highly regulated by Civil Aviation Authority, so most components will have been replaced over the years.
Also, many safety devices will have been added.
They are twin engined, but are powered through the same rotor and gearbox.
Travelling to Millom West platform, approximately 25 miles from the coast. This is a 'normally unattended platform.' People were obviously there on the day, probably performing some maintenance activity.
The helicopter had left Blackpool airport and visited two other platforms on its way to Millom West. It was due to return to Blackpool.
The people on Millom West saw the helicopter crash, and so were able to raise the alarm immediately. The helicopter did not send any distress signal.
According to Reuters on 28 December 2006 the helicopter veered to the left before crashing 500 metres short of the platform.
These helicopters can float, and given that no distress call was put out, it seems that this crash happened very quickly and violently.
Search and rescue conditions were considered to be relatively good with relatively calm seas, although it was dark. The sea would have been cold reducing the time of survival, but it seems that the occupants were probably killed by the impact or very soon after.
20 years old but highly regulated by Civil Aviation Authority, so most components will have been replaced over the years.
Also, many safety devices will have been added.
They are twin engined, but are powered through the same rotor and gearbox.
Travelling to Millom West platform, approximately 25 miles from the coast. This is a 'normally unattended platform.' People were obviously there on the day, probably performing some maintenance activity.
The helicopter had left Blackpool airport and visited two other platforms on its way to Millom West. It was due to return to Blackpool.
The people on Millom West saw the helicopter crash, and so were able to raise the alarm immediately. The helicopter did not send any distress signal.
According to Reuters on 28 December 2006 the helicopter veered to the left before crashing 500 metres short of the platform.
These helicopters can float, and given that no distress call was put out, it seems that this crash happened very quickly and violently.
Search and rescue conditions were considered to be relatively good with relatively calm seas, although it was dark. The sea would have been cold reducing the time of survival, but it seems that the occupants were probably killed by the impact or very soon after.
Petrofac Statement 28 December 2006
Following the helicopter crash off the coast of Morecambe Bay yesterday evening, Petrofac can confirm that one of its employees who was on board the helicopter is currently unaccounted for.
The relatives of our missing employee, Keith Smith, have been notified and support is being given to the family by Petrofac.
Petrofac continues to work closely with its customer Centrica and the relevant authorities on the search and rescue operation.
Keith Smith is seconded to Petrofac’s joint venture, Costain Petrofac.
Further information will be released as soon as it becomes available.
Media calls: 0845 271 2200
The relatives of our missing employee, Keith Smith, have been notified and support is being given to the family by Petrofac.
Petrofac continues to work closely with its customer Centrica and the relevant authorities on the search and rescue operation.
Keith Smith is seconded to Petrofac’s joint venture, Costain Petrofac.
Further information will be released as soon as it becomes available.
Media calls: 0845 271 2200
CHC Helicopter Corporation Statement 27 December 2006
VANCOUVER, Dec. 27 /CNW/ - CHC Helicopter Corporation ("CHC") (TSX: FLY.A
and FLY.B; NYSE: FLI) regrets to confirm that one of its Eurocopter AS365N
type aircraft crashed in the East Irish Sea at approximately 1835 hours, UK
time today (Wednesday December 27, 2006). Six bodies have now been recovered
from the area. The emergency services are presently continuing their search
for the remaining person involved. The aircraft was carrying five passengers
and two crew.
CHC President and Chief Executive Officer Sylvain Allard said: "All of us
are deeply, deeply saddened by this tragic accident. Our thoughts and prayers
are with the families of the victims and we are doing everything we can to
help with the Search and Rescue operation. This is a small community and these
are our friends and family."
The accident happened near the North Morecambe platform, on a flight from
the Millom West platform to the North Morecambe platform. CHC is liaising
closely with the authorities in the ongoing search. Further details will be
released when more information becomes available.
For further information: For media and other inquiries, please contact:
Chris Flanagan, Director of Communications, CHC Helicopter Corporation, (778)
999-3175
and FLY.B; NYSE: FLI) regrets to confirm that one of its Eurocopter AS365N
type aircraft crashed in the East Irish Sea at approximately 1835 hours, UK
time today (Wednesday December 27, 2006). Six bodies have now been recovered
from the area. The emergency services are presently continuing their search
for the remaining person involved. The aircraft was carrying five passengers
and two crew.
CHC President and Chief Executive Officer Sylvain Allard said: "All of us
are deeply, deeply saddened by this tragic accident. Our thoughts and prayers
are with the families of the victims and we are doing everything we can to
help with the Search and Rescue operation. This is a small community and these
are our friends and family."
The accident happened near the North Morecambe platform, on a flight from
the Millom West platform to the North Morecambe platform. CHC is liaising
closely with the authorities in the ongoing search. Further details will be
released when more information becomes available.
For further information: For media and other inquiries, please contact:
Chris Flanagan, Director of Communications, CHC Helicopter Corporation, (778)
999-3175
Centrica Statement 28 December 2006
Sam Laidlaw, Chief Executive, Centrica:
“All of us at Centrica have been deeply saddened by the events of last night. The priority for us is to provide as much support as we can to the family and friends and colleagues of those who died.
Those on board the aircraft involved in the tragic accident were:
From Centrica:
o Les Ahmed, married age 48, South Shields
o Alf Neasham, married age 57, Durham
o Jakie Shaw, married age 51, Fife
o Bob Warburton, married age 60, Heysham
From Costain Petrofac Limited:
o Keith Smith
From CHC Scotia - the helicopter operations:
o Steve Potton
o Simon Foddering
Our thoughts and prayers are with their families, friends and colleagues at this terrible time.
All of us who are involved with the production of gas at Centrica have made health and safety our highest priority. Despite the safety routines that are in place for every one of our shuttle flights, we have to come to terms with the terrible news that our colleagues have been lost during yesterday’s crash.
This is the first major incident to affect our operations in Morecambe Bay since they began 21 years ago.
I would also like to thank all of the local people and the agencies including the police, coastguard, lifeboat crews, RAF and indeed our own emergency response teams who have all assisted in the rescue operation so swiftly and professionally.
We will work closely with all involved to understand the circumstances which caused this terrible tragedy.”
Enquiries:
Centrica relatives-only help-line 01524 864585
Centrica Media Relations 01753 494085
Andrew Hanson 07979 566465
Scotia (helicopter operator) 01224 846001
Background information about Centrica can be found at www.centrica.com
Background information about Scotia the helicopter company can be found at www.scotia.ca
“All of us at Centrica have been deeply saddened by the events of last night. The priority for us is to provide as much support as we can to the family and friends and colleagues of those who died.
Those on board the aircraft involved in the tragic accident were:
From Centrica:
o Les Ahmed, married age 48, South Shields
o Alf Neasham, married age 57, Durham
o Jakie Shaw, married age 51, Fife
o Bob Warburton, married age 60, Heysham
From Costain Petrofac Limited:
o Keith Smith
From CHC Scotia - the helicopter operations:
o Steve Potton
o Simon Foddering
Our thoughts and prayers are with their families, friends and colleagues at this terrible time.
All of us who are involved with the production of gas at Centrica have made health and safety our highest priority. Despite the safety routines that are in place for every one of our shuttle flights, we have to come to terms with the terrible news that our colleagues have been lost during yesterday’s crash.
This is the first major incident to affect our operations in Morecambe Bay since they began 21 years ago.
I would also like to thank all of the local people and the agencies including the police, coastguard, lifeboat crews, RAF and indeed our own emergency response teams who have all assisted in the rescue operation so swiftly and professionally.
We will work closely with all involved to understand the circumstances which caused this terrible tragedy.”
Enquiries:
Centrica relatives-only help-line 01524 864585
Centrica Media Relations 01753 494085
Andrew Hanson 07979 566465
Scotia (helicopter operator) 01224 846001
Background information about Centrica can be found at www.centrica.com
Background information about Scotia the helicopter company can be found at www.scotia.ca
Police Statement 28 December 2006
Victims Named
The six men who died in the Morecambe Bay Helicopter crash have been named as:
Pilot Stephen Potton – from Blackpool
Pilot Simon Foddering – from Preston
Passengers
Robert Warburton – from Heysham, Lancs
Leslie Ahmed – from South Shields
John Shaw – from Kirkcaldy, Fife, Scotland
Alfred Neasham – from Durham
Missing
Keith Smith, from Stockton-on-Tees.
Chief Superintendent Russ Weaver chaired a press briefing at 11am at Blackpool police station. He was accompanied by Sam Laidlaw, Chief Executive Officer Centrica, Keith Mullett, Managing Director, CHC Scotia, Detective Superintendent Mick Gradwell, and Steven Travis, Coastguard Manager.
This is what Mr Weaver said:
“At approximately 6.30pm on Wednesday (December 27) a helicopter, owned by CHC Scotia from Blackpool airport was on approach to one of the gas platforms owned by Centrica some 25 miles off the Lancashire coast.
"The flight was a routine one moving staff between rigs. As it was approaching one of the drilling platforms it crashed into the sea. The weather was considered normal for this time of the year and none of the witnesses have described any unusual event as the aircraft approached the rig that would account for the fact that the helicopter crashed into the sea some 500 yards short of the platform.
"Seven people were believed to be aboard the helicopter when it crashed.
"An air and sea search was commenced and I regret to say that six bodies have been recovered from the sea. The seventh person is still missing and the search operation is still ongoing. Realistically we must accept that the likelihood of survival is slim.
"The families have been informed of the recovery of bodies and are receiving support both in Lancashire and from colleagues around the country. No formal identification has yet taken place but we are in a position to release details of those aboard the helicopter.
"The crash is now subject of a full investigation which will involve the police and the Air Accident Investigation Branch. The co-operation of all parties including CHC Scotia and Centrica has been invaluable.
"We are mindful that six people have lost their lives and hopes are fading for a seventh still missing. Our thoughts and condolences go out to the relatives and friends of all those involved in this tragic accident.’’
SIX bodies were recovered from the sea after a helicopter crashed near to an oil rig in Morecambe Bay some 24 miles off the coast yesterday (Wednesday, 27 December 2006).
A major rescue operation was launched after the helicopter with seven people on board came down shortly after 6.30pm. RAF helicopters joined the coastguard in the operation and they were joined by lifeboats and support vessels from the rigs.
The search for the seventh passenger continued throughout the night.
Detective Superintendent Mick Gradwell said it was a major rescue operation. The response had been quick because people on one of the rigs had actually seen the helicopter crash.
Lancashire Constabulary have established two telephone lines for worried friends and relatives to call. They are 01772-410772 and 01772-410774.
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The six men who died in the Morecambe Bay Helicopter crash have been named as:
Pilot Stephen Potton – from Blackpool
Pilot Simon Foddering – from Preston
Passengers
Robert Warburton – from Heysham, Lancs
Leslie Ahmed – from South Shields
John Shaw – from Kirkcaldy, Fife, Scotland
Alfred Neasham – from Durham
Missing
Keith Smith, from Stockton-on-Tees.
Chief Superintendent Russ Weaver chaired a press briefing at 11am at Blackpool police station. He was accompanied by Sam Laidlaw, Chief Executive Officer Centrica, Keith Mullett, Managing Director, CHC Scotia, Detective Superintendent Mick Gradwell, and Steven Travis, Coastguard Manager.
This is what Mr Weaver said:
“At approximately 6.30pm on Wednesday (December 27) a helicopter, owned by CHC Scotia from Blackpool airport was on approach to one of the gas platforms owned by Centrica some 25 miles off the Lancashire coast.
"The flight was a routine one moving staff between rigs. As it was approaching one of the drilling platforms it crashed into the sea. The weather was considered normal for this time of the year and none of the witnesses have described any unusual event as the aircraft approached the rig that would account for the fact that the helicopter crashed into the sea some 500 yards short of the platform.
"Seven people were believed to be aboard the helicopter when it crashed.
"An air and sea search was commenced and I regret to say that six bodies have been recovered from the sea. The seventh person is still missing and the search operation is still ongoing. Realistically we must accept that the likelihood of survival is slim.
"The families have been informed of the recovery of bodies and are receiving support both in Lancashire and from colleagues around the country. No formal identification has yet taken place but we are in a position to release details of those aboard the helicopter.
"The crash is now subject of a full investigation which will involve the police and the Air Accident Investigation Branch. The co-operation of all parties including CHC Scotia and Centrica has been invaluable.
"We are mindful that six people have lost their lives and hopes are fading for a seventh still missing. Our thoughts and condolences go out to the relatives and friends of all those involved in this tragic accident.’’
SIX bodies were recovered from the sea after a helicopter crashed near to an oil rig in Morecambe Bay some 24 miles off the coast yesterday (Wednesday, 27 December 2006).
A major rescue operation was launched after the helicopter with seven people on board came down shortly after 6.30pm. RAF helicopters joined the coastguard in the operation and they were joined by lifeboats and support vessels from the rigs.
The search for the seventh passenger continued throughout the night.
Detective Superintendent Mick Gradwell said it was a major rescue operation. The response had been quick because people on one of the rigs had actually seen the helicopter crash.
Lancashire Constabulary have established two telephone lines for worried friends and relatives to call. They are 01772-410772 and 01772-410774.
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