Edit this wikibase description
Last updated: 14 January 2011
Choose your own username/nickname
Remember username and email on this pc
C/n / Msn
>> always provide a source so info can be verified!
Antigua and Barbuda
Bosnia and Herzegovina
British Virgin Islands
Central African Republic
Congo (former Zaire)
Northern Mariana Islands
Papua New Guinea
Saint Vincent and the Grenadines
Saint Pierre and Miquelon
Sao Tome and Principe
St. Kitts and Nevis
Trinidad and Tobago
Turks and Caicos Islands
United Arab Emirates
U.S. Minor Outlying Islands
Virgin Islands (U.S.)
Pushback / towing
Manoeuvring (airshow, firefighting, ag.ops.)
Demo, Airshow, Display
Domestic Non Scheduled Passenger
Domestic Scheduled Passenger
Int`l Non Scheduled Passenger
International Scheduled Passenger
Non Scheduled Passenger
if known, just IATA or ICAO code
if known, just IATA or ICAO code
Damaged beyond repair
Written off (damaged beyond repair) 16-7-2002 when crashed in the North Sea, 28 miles north-east of Cromer, Norfolk, on approach to the drilling rig "Global Santa Fe Monarch", in the Leman gas field. All 11 persons on board (crew of 2 and 9 passengers) were killed. According to the following excerpt from the official AAIB report into the accident: "The helicopter had been operating a number of multi-sector flights during the day. During one sector, between the production platform 'Clipper' and the drilling rig 'Global Santa Fe Monarch', as the helicopter was approaching the drilling rig in level flight at a height of 320 feet and a speed of 100 knots, workers on the rig heard a 'loud bang' and then saw the helicopter dive steeply into the sea. One witness also reported seeing what appeared to be the main rotor head with blades attached falling into the sea after the rest of the helicopter. The accident happened in daylight (19:44 hours) and in VMC. A subsequent review of the CVFDR (Cockpit Voice Flight Data Recorder) showed that, about 5 minutes before the crash, the crew became aware of an increase in vibration. This did not seem to cause them any immediate concern and the flight continued as before until it was apparently overtaken by a sudden catastrophe. An inspection of the recovered wreckage found indications that the main rotor gearbox, together with the rotor head, had broken away in flight. It was also discovered that one of the main rotor blades had failed at a point 76.75 inches from its root. The outer section of this blade was not found in the main debris field. The AAIB notes that there is evidence that the blade's titanium spar had failed as the result of fatigue, which extended through about half its circumference, and that this failure had initiated the break up of the helicopter. The fatigue initiation point was on the upper surface of the spar in the area of the inboard edge of the scarf joint between the two piece titanium leading edge erosion strip at the rear point of a fold in the tang on the inboard end of the outboard strip. The initiation point showed indications that it had suffered intense thermal damage. The tip of the tang on the inboard end of the outboard strip was bent and folded under the outboard end of the inboard erosion strip. This resulted in a doubling of the thickness of the erosion strip material in that area, which, in turn, resulted in virtual contact between the erosion strip and the blade's titanium spar. This anomaly had occurred during the blade's manufacturing process. The rotor blade was manufactured in March 1981. In 1999, when fitted to S76A G-BHBF, it had been damaged by a lightning strike. The blade was returned to the manufacturer for assessment and, after inspection, it was repaired and returned to service. Neither the thermal damage to the spar nor the manufacturing anomaly were detected during this inspection. The AAIB and the helicopter manufacturer are apparently of the opinion that the electrical energy from the lightning strike in 1999 exploited the manufacturing anomaly and damaged the blade's spar. At the time of the accident, the blade had accumulated 9,661 hours in use. The stated airworthiness limitation life of the blade is 28,000 hours." Damage sustained to airframe: Per the AAIB report "Aircraft Destroyed". As a result, the registration G-BJVX was cancelled by thne CAA on 31-07-2002 as "destroyed".
1. AAIB: (First report) https://assets.publishing.service.gov.uk/media/54230237e5274a1314000b01/dft_avsafety_pdf_503164.pdf 2. AAIB: (Final Report) https://assets.publishing.service.gov.uk/media/5422fe4240f0b6134200089f/G-BJVX_Pub_version_inc_annexes.pdf 3. CAA: http://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=1&mode=reg&fullregmark=BJVX 4. https://en.wikipedia.org/wiki/2002_Bristow_Helicopters_Sikorsky_S-76A_crash 5. http://www.griffin-helicopters.co.uk/accidentdetails.aspx?accidentkey=45
Embed code (for Youtube videos etc.)
Comments for the ASN editor
Add your own photo of this accident
You may ONLY contribute pictures of which you own the copyright in JPG format.
You may NOT contribute photos from news or other websites.
The filesize must not exceed 6MB.
If you contribute, we have the right to publish your picture on aviation-safety.net.
Choose a photo to upload:
(where and when was the photo taken):
Yes, I own the copyright of this image
Unless otherwise stated: copyright © 1996-2016 Aviation Safety Network (ASN)