By Mark Mackay

THE HELICOPTER involved in a fatal crash in Perthshire in 2005 had been fully serviced to industry standards, a fatal accident inquiry at Perth Sheriff Court heard yesterday.

Pilot Robert Philip Ward (48), of Glasgow, and observer Edward Lapsley (56), of Tyne and Wear, died on December 21 when their aircraft lost control and crashed in a field near Coupar Angus.

They had been flying the Bell 206B Jet Ranger II from Cumbernauld to Aberdeen in order to carry out a pipeline inspection, but were in the air for 45 minutes when they crashed.

On completion of the task, the helicopter was to have been delivered for a 100-flying hour inspection.

The inquiry heard from Mr Sidney Simpson, director of HJS Helicopters, Peterculter, Aberdeen, who acquired the helicopter in 2004.

The firm subsequently chartered the aircraft to Total Air Management Services (TAMS) from whom it was used by National Grid for pipeline inspections.

On Wednesday, witness Andrew Wilson revealed that in the past Mr Ward had described the helicopter as “a rattly old bugger.”

However, he said the description did not arise from any concern on the pilot’s part over its airworthiness.

Yesterday Mr Simpson told the inquiry the aircraft had undertaken a “star annual”—which he described as “akin to an MoT”—a matter of months before the accident.

During this inspection the aircraft was taken to pieces and rebuilt by a team of qualified engineers, including George Fell who was employed as a dedicated project manager.

“The operators were keen to get the helicopter back into action as soon as possible,” Mr Simpson said.

“We decided to employ a full-time project manager to ensure continuity.

“Mr Fell came well recommended and had 26 years’ experience dealing with this type of helicopter.”

In addition the inquiry heard the aircraft had undergone a 50-hour inspection on December 6, two weeks prior to the accident.

However, HJS maintenance manager Bryan Dermidy said the 50-hour check, as set out within industry standards for this helicopter type, was not an exhaustive check.

“It is more of a visual inspection, checking for obvious dents, cracks, scratches or loose rivets,” he said.

Mr Dermidy also said that there was little in the inspection relating to the tail section of the aircraft.

The Air Accidents Investigations Branch’s probe found that the accident occurred when the vertical stabiliser (tail fin) detached from the tail boom and struck the tail rotor.

Its report identified the cause as metal fatigue.

Mr Simpson was also called on to explain the standard checks undertaken prior to take-off.

He told the inquiry that the A-check follows a prescribed list set out by the manufacturer, often added to by companies to create a more comprehensive check, particularly if the aircraft is made outwith this country.

“It is a requirement that the pilot carry this out,” Mr Simpson added. “He will then sign a box and that is his acceptance the helicopter is airworthy.”

Mr Simpson was asked by depute fiscal Robbie Brown, “Is it your opinion that the flight check on the morning of the accident should have picked up if the tail fin was loose?”

He replied, “Based on my experience, if the tail fin had not been as secure as it should be, the pilot would have been aware of it.”

The inquiry has already heard Mr Ward described as “a creature of habit” who “religiously” inspected the helicopters prior to flight.

The inquiry before Sheriff Lindsay Foulis continues.