Clutha crash could have been prevented, expert tells inquiry

The Clutha helicopter disaster could have been prevented if a modification had been made to the aircraft which automatically switched on its forward fuel transfer pump in the event of a red low fuel warning, a senior aviation engineering expert has said.
From left, top row, David Traill; PC Kirsty Nelis; PC Tony Collins; Gary Arthur; Samuel McGhee (Bottom: left to right) Colin Gibson; Robert Jenkins; Mark O'Prey; John McGarrigle; and Joe Cusker . The 10 were killed in the Clutha tragedyFrom left, top row, David Traill; PC Kirsty Nelis; PC Tony Collins; Gary Arthur; Samuel McGhee (Bottom: left to right) Colin Gibson; Robert Jenkins; Mark O'Prey; John McGarrigle; and Joe Cusker . The 10 were killed in the Clutha tragedy
From left, top row, David Traill; PC Kirsty Nelis; PC Tony Collins; Gary Arthur; Samuel McGhee (Bottom: left to right) Colin Gibson; Robert Jenkins; Mark O'Prey; John McGarrigle; and Joe Cusker . The 10 were killed in the Clutha tragedy

David Price, who was director of engineering at Bond Air Services, the helicopter’s operators, at the time of the crash, told a Fatal Accident Inquiry the wiring modifications would have mitigated against human error.

Under questioning from Peter Gray QC, representing the Babcock aviation group, owners of Bond, he stressed they were not “straightforward” and would have required “detailed assessments.” He said he hoped the suggestion would help the inquiry’s remit.

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The inquiry also heard how Babcock issued a communication in January 2017 detailing mandatory changes to the fuel transfer pump switches in the cockpits of the EC135 models.

The inquiry heard last month how both fuel transfer switches in the cockpit panel of the Clutha helicopter were on the off’ position.

The Babcock communication stated that “as a result of ongoing investigations it has been considered necessary to make some changes,” adding that: “We need to differentiate between the fuel XFER and prime pump switches on the 12VE overhead panel in the company EC135 aircraft.

“Tactile switch covers will be installed to allow the pilot and crew to easily and quickly locate and determine the position of the XFER switches.”

Under questioning from Gordon Lamont, advocate for the Crown, Mr Price, head of maintenance and engineering at Babcock, said it was a “group decision” following consultation with test pilots and the group’s design team. The changes, he added, made the switches “easier to identify.”

He added that Airbus, the helicoper’s manufacturer, was working on its own modifications to the switches, a move Babcock “fully supports”.

The inquiry also heard how Mr Price told Airbus he was extremely unhappy” with the “lack of attention” it was giving to the problem of water entering the fuel tanks.

When the manufacturer, previously known as Eurocopter, suggested Bond’s design team should prepare a modification to address the problem of the twin engine EC135 helicopter’s hydro mechanical unit (HMU) sucking in water, Mr Price pointed out Bond had already struck upon an interim solution, and urged Eurocopter to resolve the matter once and for all.

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In an email he sent to Eurocopter’s Kelly Brookes, dated 6 June 2013, Mr Price wrote: “This has now been going on for circa ten years and I have to say we are extremely unhappy with the lack of attention and priority this subject has been given by ECD [Eurocopter] and TM [Turbomeca, the engine manufacturers] especially when you look at the internal corrosion that can occur within the HMU and the possible consequences thereof.”

Questioned by Shelagh McCall QC, counsel for Lucy Thomas, the fiancee of helicopter pilot David Traill, Mr Price was asked if he deemed it to be potentially an airworthiness safety issue.

He replied: “Yes, potentially, yes.”

Earlier, the court heard about an Airbus meeting on 15 January 2014 - two months after the crash which killed 10 people - regarding water contamination of the EC135 fuel system.

Minutes of the meeting referenced a series of tests on the fleet which showed that out of 770 fuel probes on 386 helicopters, some 72 probes were deemed to be “out of tolerance,” while 42 showed overreadings of less than three kilograms of fuel.

While low fuel warnings worked as specified on all those helicopters tested, the fuel caution was not coming on beforehand on five helicopters, the minutes added.

The inquiry before sheriff principal Craig Turnbull continues.

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