Report states that they did not follow the servicing procedure laid down in the manual, and also decided not to change the gearbox when metal chips were detected in the oil a week before.
Metal particles are not that unusual and heated detector plugs are fitted to burn off small particles if the warning light comes on. However if it stays on then it is a land ASAP situation. It then depends on the size and number of filings as to whetherr the gearbox is changed. It would seem that the engineer recommended this, but the Chief Engineer decided against it.
tut
Bond will get hammered.
Re: Bond will get hammered.
Oooft. Got a link Tut? Haven't been following this closely, but that is interesting.
Re: Bond will get hammered.
This was reference the servicing.
http://www.bbc.co.uk/news/uk-scotland-n ... d-25666881
....and this was the write up concerning the filing chips.
http://www.bbc.co.uk/news/uk-scotland-n ... d-25683221
Both reports in the past six days.
tut
http://www.bbc.co.uk/news/uk-scotland-n ... d-25666881
....and this was the write up concerning the filing chips.
http://www.bbc.co.uk/news/uk-scotland-n ... d-25683221
Both reports in the past six days.
tut
Re: Bond will get hammered.
I thought they consulted the manufacturer who gave them an exemption.
'99 - '03 Titanium S1 111S.
'03 - '10 Starlight Black S2 111S
'11 - '17 S2 135R
'17 - '19 S2 Exige S+
'23 - ?? Evora
'03 - '10 Starlight Black S2 111S
'11 - '17 S2 135R
'17 - '19 S2 Exige S+
'23 - ?? Evora
Re: Bond will get hammered.
Different stories seem to be going around pete, so I suppose that we will need to wait for the official AAIB report as opposed to what comes out in the Daily Mail.
tut
tut
Re: Bond will get hammered.
AIIB Report from 2011. http://www.aaib.gov.uk/cms_resources.cf ... G-REDL.pdf
No lotus
Exige Sport 350 (Sold)
Elise Cup 250 (Air con and radio tubby spec) (Sold)
Evora S (sold)
Exige Sport 350 (Sold)
Elise Cup 250 (Air con and radio tubby spec) (Sold)
Evora S (sold)
Re: Bond will get hammered.
I had not realised that the ARIB report had been released in 2011, so not sure why there are reports in the papers three years later that give information like that which was not in the report. I presume that it is because there has been a Scottish Inquiry Board recently, I seem to remember that the President would not allow the the maintenance schedules to be examined.
From the official report, I suspect that this will exonerate Bond as opposed to the reports in the papers.
"Dear all
I send you this e-mail concerning G-REDL.
Further to our phone conversation, we have contacted our
mechanical experts.
We would recommend you to apply and follow work card
20.08.01.601 dealing with the check of the power transmission
assembly on the magnetic plug.34
If you find less particles than the criteria value (maximum 50mm2
then check in detail the shur-lock rotor brake (nut torque…).
If nothing abnormal is found there is no need to ground the aircraft
and you can go flying tomorrow morning.
After this flight, please send us updated graphs and inspect both
magnetic plugs on the MGB.
We remain at you dispose in case of other requests
Best regards……’
The worrying thing is that regardless of all the checks, recommendations, clearances to fly etc, there was an imminent catastrophic mechanical failure that was about to occur the following day.
tut
From the official report, I suspect that this will exonerate Bond as opposed to the reports in the papers.
"Dear all
I send you this e-mail concerning G-REDL.
Further to our phone conversation, we have contacted our
mechanical experts.
We would recommend you to apply and follow work card
20.08.01.601 dealing with the check of the power transmission
assembly on the magnetic plug.34
If you find less particles than the criteria value (maximum 50mm2
then check in detail the shur-lock rotor brake (nut torque…).
If nothing abnormal is found there is no need to ground the aircraft
and you can go flying tomorrow morning.
After this flight, please send us updated graphs and inspect both
magnetic plugs on the MGB.
We remain at you dispose in case of other requests
Best regards……’
The worrying thing is that regardless of all the checks, recommendations, clearances to fly etc, there was an imminent catastrophic mechanical failure that was about to occur the following day.
tut
Re: Bond will get hammered.
There is a fatal accident inquiry ongoing for the accident.
No lotus
Exige Sport 350 (Sold)
Elise Cup 250 (Air con and radio tubby spec) (Sold)
Evora S (sold)
Exige Sport 350 (Sold)
Elise Cup 250 (Air con and radio tubby spec) (Sold)
Evora S (sold)
Re: Bond will get hammered.
I didn't think they had a warning light for this. AFAIK HUMS is an offline system where they can analyse the data afterwardstut wrote: Metal particles are not that unusual and heated detector plugs are fitted to burn off small particles if the warning light comes on. However if it stays on then it is a land ASAP situation.
tut
It's easy to say that with hindsighttut wrote: The worrying thing is that regardless of all the checks, recommendations, clearances to fly etc, there was an imminent catastrophic mechanical failure that was about to occur the following day.
tut
Exige V6
Re: Bond will get hammered.
Not wanting to put words in Tut's mouth, but I think he was commenting on the system as a whole as opposed to the decisions made by individuals. In other words, the experts, doing what they're trained to do, analyzed the data and concluded in good faith that it was safe to fly and yet it wasn't. Perhaps, then, more or different data is required to predict this type of failure and this data is apparently not available.
Cheers,
Robin
Cheers,
Robin
I is in your loomz nibblin ur wirez
#bemoretut
#bemoretut
Re: Bond will get hammered.
Exactly that. I am not looking to place blame, I have 17,000 hours on helicopters, and if I did not trust my engineers I would never have taken off.
However you can not get away from the facts, the rotor blades detached from the transmission because the gear box seized up. Even though it would seem that procedures went by the book, the next day the gearbox broke up, so we can either accept that these things happen, or something was missed.
There are warning lights for the main gearbox, the secondary gearbox, and both engines. Neil, HUMS is downloaded from the data recorder when you get back to base, it has nothing to do with cockpit warnings in the air. If one of them goes red, then you press the appropriate button to heat up the plug coil and hopefully if they are fine filings they will burn off. At the same time you check the oil temperature and pressure gauges, and if there is any secondary warning then you want to get on the ground ASAP. If you are halfway back from a Platform and have 100 miles to go to land, then you would put out a Mayday and set up for a ditching. This means reducing speed to around 80 knots, descending to 200 ft, and warning the pax that a ditching may be imminent. This gives you a chance to carry on flying, but at the same time putting the aircraft very quickly down on the sea if there is any indication that the rotor blades are going to grind to a halt.
It is one thing ditching in daylight on a calm sea, completely different at night in winter with 30ft waves, you want to stay airborne as long as possible.
There are times when you have to ignore the laid down emergency procedures and trust to your experience over the years, and what the seat of your pants are telling you. Believe me, if you are not going to save yourself, then you are not going to save your passengers. Self preservation is a wonderful thing, and probably why I am still alive today.
tut
However you can not get away from the facts, the rotor blades detached from the transmission because the gear box seized up. Even though it would seem that procedures went by the book, the next day the gearbox broke up, so we can either accept that these things happen, or something was missed.
There are warning lights for the main gearbox, the secondary gearbox, and both engines. Neil, HUMS is downloaded from the data recorder when you get back to base, it has nothing to do with cockpit warnings in the air. If one of them goes red, then you press the appropriate button to heat up the plug coil and hopefully if they are fine filings they will burn off. At the same time you check the oil temperature and pressure gauges, and if there is any secondary warning then you want to get on the ground ASAP. If you are halfway back from a Platform and have 100 miles to go to land, then you would put out a Mayday and set up for a ditching. This means reducing speed to around 80 knots, descending to 200 ft, and warning the pax that a ditching may be imminent. This gives you a chance to carry on flying, but at the same time putting the aircraft very quickly down on the sea if there is any indication that the rotor blades are going to grind to a halt.
It is one thing ditching in daylight on a calm sea, completely different at night in winter with 30ft waves, you want to stay airborne as long as possible.
There are times when you have to ignore the laid down emergency procedures and trust to your experience over the years, and what the seat of your pants are telling you. Believe me, if you are not going to save yourself, then you are not going to save your passengers. Self preservation is a wonderful thing, and probably why I am still alive today.
tut