| 词条 | 1986 British International Helicopters Chinook crash |
| 释义 |
|name=Sumburgh disaster |Crash image=British Airways Helicopters Vertol 234 G-BISP.jpg |Image caption=Boeing-Vertol 234 G-BISP operated by British Airways Helicopters, predecessor to British International Helicopters |Date=6 November 1986 |Type=Mechanical failure |occurrence_type=Accident |Site=2.5 miles east of Sumburgh Airport |Coordinates = {{Coord|59|53.5|N|1|12|W|display=inline,title}} |Fatalities=45 |Injuries= 2 |Origin= Brent Platform 'C' |Destination= Sumburgh Airport |Aircraft Type=Boeing 234LR Chinook |Operator=British International Helicopters |Tail Number=G-BWFC |Passengers=44 |Crew=3 |Survivors =2 }} On 6 November 1986, a Boeing 234LR Chinook helicopter returning workers from the Brent oilfield crashed on approach to land at Sumburgh Airport in the Shetland Islands. At {{convert|2.5|mi|km|1}} from the runway the helicopter had a catastrophic forward transmission failure which de-synchronised the tandem rotors, causing the blades to collide. The helicopter crashed into the sea and sank. 43 passengers and two crew members were killed in the crash; one passenger and one crew member survived with wounds. HistoryThe helicopter was normally based at Aberdeen Airport but had been based at Sumburgh Airport since 3 November 1986 to operate a shuttle service from the Brent oilfield in the East Shetland Basin. On 6 November the first flight was delayed due to an oil leak from an engine gearbox that was soon rectified and the aircraft left Sumburgh at 08:58 with 40 passengers for the Brent Field. The aircraft visited three platforms with exchanges of freight and passengers then departed Brent Platform C at 10:22 with 44 passengers on board for return to Sumburgh Airport. It transited at a height of {{convert|2500|ft|m|-2}}, and as it approached Sumburgh it was cleared to descend to {{convert|1000|ft|m|-2}}. Reporting {{convert|4.5|mi|km|1}} from the airfield, the controller cleared it to land on helicopter runway 24. Nothing else was heard. AccidentThe voice recorder indicated that the crew noticed an increased noise level in the flightdeck followed by a bang. Despite applying full cyclic pitch control, the aircraft did not respond and nose-dived towards the sea from a height of {{convert|150|ft|-1}}. The helicopter hit the sea, broke up and sank. A Coastguard search and rescue helicopter which had just departed Sumburgh Airport reported liferafts in the sea. It then observed a survivor clinging to a substantial piece of wreckage. While they winched the man on board another survivor was noted among the floating bodies. With no signs of other survivors the Coastguard helicopter flew the survivors to Lerwick for transfer to hospital. An air and sea search failed to find any more survivors but all the floating bodies were recovered and brought to the airport. One of the flight crew and the flight attendant were among the dead. RecoveryA diving support vessel, the MSV Deepwater 1 (now named Rockwater 1), started a search for the sunken wreckage at 09:00 the following morning. Sea conditions were rough with strong tidal currents and a water depth around 90 metres but the wreckage was located. The monohulled Deepwater 1 struggled to maintain position in the building sea and current conditions. Shell Expro's Multi Services Vessel, the MSV Stadive, arrived and assumed the role of primary recovery vessel and, being a semi-submersible, was able to quickly recover the major components of interest. By the evening of 10 November the cockpit voice recorder, the cockpit section of the fuselage, the rotors and rotor heads, and the gearboxes and associated control systems had been recovered and transferred to the Deepwater 1, which departed for Aberdeen to pass her cargo onwards for analysis by the Air Accidents Investigation Branch (AAIB). The Stadive remained on site and recovered much of the remainder of the fuselage and the bodies of the victims. In all, 44 of the 45 victims' bodies were recovered. CauseThe accident was caused by the failure of a modified bevel ring gear in the forward transmission which allowed the twin rotors to collide when synchronisation was lost. The AAIB stated that the underlying causes were the inadequacy of a previously accepted test programme and the failure of a stringent inspection programme. Safety recommendationsThe board made three recommendations:
AftermathThe oil industry decided that the Chinook was too big for the offshore support task and the remaining Chinooks were withdrawn and sold. All surviving aircraft now operate with Columbia Helicopters in heavy lift, non-passenger capabilities. References
External links
9 : Aviation accidents and incidents in 1986|Aviation in Shetland|Airliner accidents and incidents caused by mechanical failure|Aviation accidents and incidents in Scotland|1986 disasters in the United Kingdom|1986 in Scotland|Accidents and incidents involving the Boeing Chinook|British International Helicopters accidents and incidents|November 1986 events |
| 随便看 |
|
开放百科全书收录14589846条英语、德语、日语等多语种百科知识，基本涵盖了大多数领域的百科知识，是一部内容自由、开放的电子版国际百科全书。