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Hot refuelling safety rules ignored, says early report on Bentong chopper crash
5 hours ago
K. Parkaran
Preliminary report says the Bell 2064L4 crash that killed an Indonesian engineer happened during refuelling with the engine left running
The Air Accident Investigation Bureau said there was a direct violation of the safe working procedures in the crash of a helicopter on Feb 6 that killed a ground engineer during hot refuelling. (JBPM pic)
PETALING JAYA: The operator of the Bell 2064L4 helicopter that crashed in Bentong, Pahang, on Feb 6 and killed a ground engineer did not adhere to the safety rules for hot refuelling, according to the preliminary report by the Air Accident Investigation Bureau (AAIB).
The AAIB, which emphasised that the cause of the accident will only be released in the final report, said the unsafe actions of both the pilot and the engineer introduced potential hazards.
Hot refuelling involves the filling up of an aircraft’s fuel tank with the engines running.
“The helicopter was hovering with its rotor blades still running while moving closer to the ground engineer, who was positioned directly beneath the blades.
“This is a direct violation (of the safe working procedures) which mandate that crew members must wait at a safe distance from the landing point,” AAIB said in the report published on its website.
In the incident, the 44-year-old engineer was struck by the blade and was confirmed dead at the scene. The pilot escaped unharmed.
The report also said the refuelling crew should only approach the helicopter after receiving a clear instruction (thumbs-up) from the pilot.
However, it said, the engineer was already positioned beneath the helicopter while it was still hovering and approaching for landing.
The helicopter, operated by Indonesian firm PT Zaveryna Utama, had been engaged in aerial work for Tenaga Nasional Bhd’s transmission tower construction project.
The report said that on the day of the accident, the helicopter was returning to the landing site for refuelling when it lost control while hovering above the ground.
It said the aircraft’s skid partially made contact with the landing surface, causing it to topple and catch fire with the rotor blades hitting the engineer.
“In this case, the absence of a safety officer from the lessee (Malaysia Helicopter Services) at the site to supervise the hot refuelling process contributed to crew complacency, further increasing operational risks,” it said.
The report also said that when the aircraft owner fails to comply with safety regulations, it is the lessee’s responsibility to oversee and monitor operations to ensure adherence to established requirements.
AAIB said the report contains statements of facts which have been determined up to the time of issue.
It said it must be regarded as tentative and is subject to alteration or correction if additional evidence becomes available.
The AAIB, which emphasised that the cause of the accident will only be released in the final report, said the unsafe actions of both the pilot and the engineer introduced potential hazards.
Hot refuelling involves the filling up of an aircraft’s fuel tank with the engines running.
“The helicopter was hovering with its rotor blades still running while moving closer to the ground engineer, who was positioned directly beneath the blades.
“This is a direct violation (of the safe working procedures) which mandate that crew members must wait at a safe distance from the landing point,” AAIB said in the report published on its website.
In the incident, the 44-year-old engineer was struck by the blade and was confirmed dead at the scene. The pilot escaped unharmed.
The report also said the refuelling crew should only approach the helicopter after receiving a clear instruction (thumbs-up) from the pilot.
However, it said, the engineer was already positioned beneath the helicopter while it was still hovering and approaching for landing.
The helicopter, operated by Indonesian firm PT Zaveryna Utama, had been engaged in aerial work for Tenaga Nasional Bhd’s transmission tower construction project.
The report said that on the day of the accident, the helicopter was returning to the landing site for refuelling when it lost control while hovering above the ground.
It said the aircraft’s skid partially made contact with the landing surface, causing it to topple and catch fire with the rotor blades hitting the engineer.
“In this case, the absence of a safety officer from the lessee (Malaysia Helicopter Services) at the site to supervise the hot refuelling process contributed to crew complacency, further increasing operational risks,” it said.
The report also said that when the aircraft owner fails to comply with safety regulations, it is the lessee’s responsibility to oversee and monitor operations to ensure adherence to established requirements.
AAIB said the report contains statements of facts which have been determined up to the time of issue.
It said it must be regarded as tentative and is subject to alteration or correction if additional evidence becomes available.
***
I know of Indonesian flight operations (including flying standards) and have never been impressed. Admittedly I have not been intimately acquainted with their operations lately but I doubt the standards have improved since. Indons started their flight experience by themselves being a nation born out of war and thus of dire necessity, denying mentorship from more experienced allies. Coupled with their ardent ultra nationalism, they have been at times too proud to want to learn.
Malaysia (and Sings) has been far more fortunate, being a willing pupil of Pommie experience in the world of flight operations. Say what you may of Poms but they are very good, in fact far better as mentors/instructors than the Wankees or French. Malaysian and Sing aviators and operators far outshine compatriots in other Asian countries like South Korea, Philippines, Thailand (Wankee pupils-mentees) in flight safety awareness, operations etc, and are much sought after and even admired.
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