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Helicopter Vibration Health Monitoring JAR-OPS 3

Helicopter Vibration Health Monitoring JAR-OPS 3. OST WP-09-06 HSST WP-05/15.4. Introduction. HSST WP-05/15.4 (VHM) drafted by HSST in response to Action 22 of OST 05-1 and complies with that action to include liaison with EASA. Draft NPA.

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Helicopter Vibration Health Monitoring JAR-OPS 3

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  1. Helicopter Vibration Health MonitoringJAR-OPS 3 OST WP-09-06 HSST WP-05/15.4

  2. Introduction HSST WP-05/15.4 (VHM) drafted by HSST in response to Action 22 of OST 05-1 and complies with that action to include liaison with EASA.

  3. Draft NPA Proposal to amend JAR-OPS 3 for the purpose of introducing operational equipment requirements for the carriage of a Vibration Health Monitoring system.

  4. Background • Helicopters are potentially more vulnerable to catastrophic mechanical failures than fixed wing aircraft because of the number of single-load-path critical parts within the rotor and rotor drive systems and the reduced redundancy within their design • The high accident rate in the 1970s and 1980s led to the development of systems able to monitor the health of helicopter rotor and rotor drive systems

  5. Background • Concerns held on how to best address this issue. • UK CAA decided to issue Additional Airworthiness Directive (AAD) 001-05-99 making a VHM system a requirement on helicopters with a Maximum Approved Passenger Seating Configuration (MAPSC) of more than 9 and with a C of A in the Transport Category (Passenger). • For some helicopters, a Special Condition, applied at certification, also required VHM.

  6. Background • Other North Sea States have required operators to fit VHM. • VHM function is currently provided by equipment more commonly referred to as Health and Usage Monitoring Systems (HUMS). • When the European Aviation Safety Agency (EASA) took responsibility for certification and continued airworthiness on 28 Sep 2003, it did not automatically adopt AADs such as the UK CAA one.

  7. Background • Fitment of VHM is not essential under CS 29 unless needed to demonstrate airworthiness requirements • VHM provides proven benefits to the continued airworthiness and safety of the rotorcraft • EASA not opposed to the principle of Operational requirements for VHM • Need to maintain benefits already achieved • Need to look to the future to ensure benefits of VHM are mandated for new helicopters • ICAO Annex 6 Pt III introduces recommendation for fitment of VHM for helicopters >3180 kgs (3175 kgs)

  8. Proposal • 2 new paragraphs: 1 in Subpart B & 1 in Subpart K. • VHM system be fitted on all helicopters operating over water in a hostile environment with a MAPSC of more than 19 or with a MAPSC of more than 9 and operating in support of, or in connection with, the offshore exploitation of mineral resources (including gas). • From 2012 the category of affected helicopters should be extended to those having a MCTOM in excess of 3175 kg operating anywhere.

  9. Options • Option 1. - Do nothing. • This will result in the removal of the requirement for carriage of a VHM system on those helicopters previously affected by the AAD. Consequently, the proven safety benefits associated with the use of these systems will be lost together with the attendant reduction in aviation safety.   • Option 2. - Amend JAR-OPS 3 to require the carriage of a VHM System on all helicopters with a MAPSC of more than 9 operating in a hostile environment.

  10. Options • Option 3. - Amend JAR-OPS 3 to require: • The carriage of a VHM System on all helicopters first issued with an individual C of A up to and including 31 Dec 2011 when • Operating over water in a hostile environment with either a MAPSC of more than 19, or • A MAPSC of more than 9 and operating in support of, or in connection with, the offshore exploitation of mineral resources (including gas).

  11. Options • Option 4. - Amend JAR-OPS 3 to require:  • The carriage and use of a VHM System on all helicopters first issued with an individual C of A up to and including 31 Dec 2011 operating over water in a hostile environment with either a MAPSC of more than 19 or a MAPSC of more than 9 and operating in support of, or in connection with, the offshore exploitation of mineral resources (including gas). • The carriage and use of a VHM System on all helicopters first issued with an individual C of A on or after 01 Jan 2012 with a maximum certificated take-off mass (MCTOM) of over 3175 kg .

  12. Benefits • Option 1. – Nil • Would result in the loss of the proven safety benefits that operation with a VHM System provides with the possible attendant rise in accident rates. • Option 2. – • VHM Systems have been shown to provide the first warning for approximately 69% of the rotor and rotor drive system failure types being monitored and approximately 60% of all the potentially catastrophic rotor drive system failure cases. • VHM systems currently employed offer operational cost savings due to fewer maintenance test flights, reduced component maintenance and increased maintenance insight.

  13. Benefits • Option 3. - As for Option 2 but for a more limited proportion of helicopter operations that will omit some helicopters currently required to be fitted with VHM. • Option 4. - As for Option 2 but for a more limited proportion of helicopter operations that will omit some helicopters currently required to be fitted with VHM but for a significant increase in affected helicopters on or after 01 Jan 2012. • The broader requirement for fitting VHM systems reflects the anticipated recommendation in ICAO Annex 6 and the recognition of the continued improvements in equipment capability and cost with the attendant improvements in aviation safety.

  14. Benefits To do nothing, is unacceptable. Taking into consideration the overall safety benefits and the potential major cost savings to industry and as Options 2 and 3 would capture a more limited number of aircraft in the longer term, it is recommended that Option 4 be adopted and that JAR-OPS 3 is amended accordingly.

  15. Costs • Compliance Costs • Affected current helicopters are generally compliant • Newer helicopters would attract additional procurement costs • Setting Up Costs • Cost per aircraft €50k-100k depending on specification and fleet size • Non-recurring cost of fitment and setting up system approx €72k-122k • Other Costs • Training • Support

  16. Amendments Section 1, Subpart B. Add paragraph as follows:  JAR-OPS 3.162 Vibration Health Monitoring (See JAR-OPS 3.677) (a) When a vibration health monitoring system capable of monitoring the health of critical helicopter rotor and rotor drive components is required to be carried aboard a helicopter, the operator of that helicopter shall ensure that procedures are implemented for:  (1) Data collection and review of warnings (2) Analysis and investigation of any warnings  (3) Response to detected incipient failures

  17. Amendments Section 1, Subpart K. Add new paragraph as follows:  JAR-OPS 3.677 Vibration Health Monitoring (See ACJ-OPS 3.677) (a) An operator shall not operate a helicopter with an individual Certificate of Airworthiness first issued up to and including 31 December 2011andwith either:   a MAPSC of more than nineteen; or   a MAPSC of more than nine and operating in support of, or in connection with, the offshore exploitation of mineral resources (including gas),   on a flight over water in a hostile environment as defined In JAR-OPS 3.480(a)(13)(ii)(A), unless it is fitted with an approved vibration health monitoring system capable of monitoring the health of critical helicopter rotor and rotor drive systems.

  18. Amendments For such helicopters not equipped with a VHM system on or before 31 December 2006 compliance with this requirement may be delayed until 31 December 2008. (b) An operator shall not operate a helicopter first issued with an individual Certificate of Airworthiness on or after 1 January 2012 which has a maximum certificated take-off mass (MCTOM) of more than 3175 kg unless it is fitted with an approved vibration health monitoring system capable of monitoring the health of critical helicopter rotor and rotor drive systems. (c) An operator shall not operate any helicopter described in JAR-OPS 3.677(a) or 3.677(b) unless the procedures detailed in JAR-OPS 3.162 are implemented.

  19. Conclusion • VHM is a proven safety benefit that should be maintained • ICAO Annex 6 Pt III will recommend VHM for helicopters with a MCTOM of >3180 kgs (3175 kgs) • Amending JAR-OPS 3 as suggested will help to improve the safety of operations • Proposal unanimously endorsed by members of HSST • Proposal completes action placed on the HSST by the OST

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