9/18/2023 0 Comments Ksp visual enhancements rss 1.6.1If manufacturers’ flight manuals and operators’ standard operating procedures do not include guidelines for the use of the cyclic trim release button, it could lead to aircraft control problems in a DVE due to the sub-optimal use of the AFCS. Neither the manufacturer’s flight manual nor the operator’s SOPs warned of the potential hazards associated with the use of the trim release button under conditions such as a DVE. The application of power while in a steep, low-airspeed, high-rate-of-descent condition caused the helicopter to enter vortex ring state. When the pilot flying instinctively increased the collective, the helicopter’s rate of descent rapidly increased to 1800 fpm. As the helicopter descended below 250 feet radar altitude, it was in a steep, 800 fpm descent, at very low airspeed, with power being applied. Flying the visual approach in a DVE while depressing and holding the cyclic trim release button increased pilot workload and contributed to control difficulties that resulted in an unstable approach. In this occurrence, the helicopter reached a nose-up attitude of 17°, an excessive rate of descent, and an increasing left sideslip while on final approach. As seen in previous occurrences, this technique reduces the overall effectiveness of the automatic flight control system (AFCS). The investigation also determined that while on final approach in a DVE, the pilot flying depressed and held the cyclic trim release. As a result, the SOPs provided flight crew with insufficient guidance to ensure that approaches were being conducted in accordance with industry-recommended stabilized approach guidelines. Additionally, CHO had not adopted the recommended practice of requiring crews to check and verbally confirm that the approach was stable at specific intermediate progress targets (typically referred to as gates) on final approach. The degraded visual environment (DVE) made it difficult for the pilots to recognize the unstable approach.Ĭontributing to the difficulties encountered, CHO standard operating procedures (SOPs) made no reference to energy state in its stabilized approach criteria, increasing the risk of a low-energy state developing and going undetected. The helicopter’s low-energy state went undetected by the flight crew, who were focused on the helideck, which was sitting above the fog and in an area without a discernible horizon. The investigation determined that during the final visual approach, the helicopter entered a low-energy state: it was flying at low airspeed with a high rate of descent, a nose-up pitch attitude, and at a low power setting. The extent of the helicopter’s damage is unknown, as the helicopter has been removed from service. The aircraft then returned to Halifax/Stanfield International Airport without further incident. The crew regained control of the aircraft and arrested the descent at approximately 13 feet above the water.ĭuring the subsequent hand-flown departure, a second inadvertent descent occurred but was rectified in a timely manner. During the descent, the helicopter’s engines were overtorqued, reaching a maximum value of 146%. Shortly after they commenced the visual approach, a high-rate-of-descent and low-airspeed condition developed in low-visibility conditions. ![]() During the second missed approach, the flight crew acquired visual contact with the platform and elected to carry out a visual approach. Two instrument approaches were attempted at the platform but both were unsuccessful due to low clouds and poor visibility. On board were 2 pilots and 11 passengers. On 24 July 2019, at 1154 Atlantic Daylight Time, a Canadian Helicopters Offshore (CHO) Sikorsky S-92A helicopter (registration C-GICB, serial number 920121), departed from Halifax/Stanfield International Airport, Nova Scotia, on an instrument flight rules flight to the Thebaud Central Facility, approximately 155 nautical miles to the east-southeast.
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