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Aviation History
2004
2004-09 - 0640.PDF
GENERAL AVIATION SAFETY DAVID LEARMOUNT/ LONDON Helideck design is crucial to cutting accidents, says report UK study says effect of offshore platform on flying environment must be accounted for Helideck integration in the design of offshore platforms can be crucial to the safety of aircraft, according to a study commissioned by the UK Civil Aviation Authority Safety Regulation Group (SRG). An earlier study by the SRG had discovered a "lack of any guidance on good offshore helideck design practice", but the new report lays down the considerations for designing a helideck into a number of different types of platform, tak ing into account the effect of the complete installation design on the flying environment. Entitled Helideck design considera tions - environmental effects, and produced by BMT Fluid Mechanics, the study enumerates the aero dynamic hazards created by the rel ative position of the helideck to the platform superstructure, masts, exhaust vents or stacks, and flares. If the helipad happens to be roughly downwind of any of these, the risks of complex air turbulence patterns are high, but design can still mitigate the problems, the study suggests. According to the report, the gen eral rule is that a helideck mounted high relative to the main structures will be less affected by downwind turbulence, particularly if it is set up on a frame with an air space beneath it, allowing the airflow over the deck to be laminar rather than turbulent. Upwind derricks disturb the air flow less if they are "porous" rather than "clad" structures, and turbine exhaust masts or flares should deliver their rising hot gas plume above all the potential helicopter approach paths. If the platform is floating, designers should consider position ing the helideck so that it is least affected by roll, pitch, yaw and heave - for example near the stern of a ship rather than close to its bow - while still taking into account the airflow factors and providing good visual cues all the way to touchdown. The report presents examples of good and bad design practice. Taking account of all the variables including wind direction can demand design compromises for the platform, its structures and the helideck location. EXPANSION Thais seek rainmakers Thailand is looking to bolster its fleet of rainmaking and small transport aircraft. The ministry of agriculture requires at least one additional rainmaking aircraft and has told potential manufacturers a tender will be released this month. Thailand already flies CASA C-212s, Cessna Caravans, Pilatus PC-6s and Raytheon Beech King Airs on agricultural operations, including 11 C-212s that are used to drop artificial rain. The last batch of rainmak ing aircraft was acquired in 1996. Thailand's police is looking for at least one VIP transport, but has not indicated when a tender will be released. The army may also acquire at least one addi tional transport aircraft this year. EADS Casa, Ibis Aerospace and Pilatus sent representatives to Bangkok last month to discuss requirements. REGULATION New Zealand regulates ex-military helicopters The New Zealand Civil Aviation Authority is tightening up regula tions covering the commercial operation of former military heli copters in the wake of a number of accidents affecting the types. The authority says there have been four fatal accidents and six deaths involving former military helicopters in the country since 2001. In the latest accident, in late April, a former US military Bell UH-1B Iroquois (ZK-HSF) crashed at Mokoreta, Southland, on New Zealand's South Island, killing the pilot. The helicopter, owned by Fine Particle Application, is reported to have broken up while in flight fol lowing a crop-spraying mission. The country's Transport Accident Investigation Commission is inves tigating the accident. Around 12 ex-military Hueys operate in the country and the CAA is concerned that more sur plus helicopters will enter the country because of their low purchase cost as they leave the US military. These helicopters pri marily conduct agricultural and logging work. The helicopters currently oper ate in the restricted category of Part 21 regulations, but this is not where they belong and US military maintenance requirements are not suitable for commercial operations, says the CAA. Instead, the authority is seeking to create a new category that would include higher airworthiness stan dards than those now imposed for entry into the country, an investi gation of uses, and appropriate operational and maintenance requirements. The change will need to go through the notice of proposed rule-making procedure, with the authority seeking to start the process from 1 July. GROWTH? electrical power management. Then we took on the actuation for the unique vertical lift system. Then the canopy frame, standby flight display, components, we management system, airborn> server and video recorder. Step by step, we've built more of the machine. The program may grow to 5,000 aircraft. But Smiths lll'l*! VLH I tlH lIMlFKm* I MiVi JMsyJwlM is I SMITHS PERFORM "^JSSr www.smiths-aerospace.com smiths www.flightinternational.com FLIGHT INTERNATIONAL 11-17 MAY 2004 25
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