John R81
21st Sep 2017, 07:03
Two helicopter reports in the UK AAIB monthly for September:
A109S Grand, G-PBWR (https://assets.publishing.service.gov.uk/media/59afe9baed915d03379445a8/Agusta_A109S_Grand_G-PBWR_09-17.pdf)
After a normal landing, ground staff made the pilot aware of a problem with the left side horizontal stabiliser which had failed. The pilot reported that no unusual handling characteristics were experienced. The area where the horizontal stabiliser had failed was the subject of an EASA Airworthiness Directive which required repeat inspections.
Agusta AW139, PH-EUJ (https://assets.publishing.service.gov.uk/media/59afeb97e5274a180e3705d9/Agusta_AW139_PH-EUJ_09-17.pdf)
Whilst planning for a seven-sector shuttle in support of a UK customer, the operations department mistakenly inserted the wrong helideck into the flight plan. The error was not noticed and the helicopter proceeded to land at the Leman 27B helideck instead of the Shell Leman 26B.
And 2 gyrocopters:
MTOsport gyroplane, G-HOTC (https://assets.publishing.service.gov.uk/media/59b0052c40f0b6174109f644/MTOsport_gyroplane_G-HOTC_09-17.pdf)
Prior to takeoff on Runway 09, the pilot stated that the pre-rotator had rotated the gyroplane’s main rotor to approximately 150-160 rpm, less than the normal speed of 200 rpm. Despite this, the pilot elected to take off and, as the aircraft accelerated, increasing control forces were required to maintain the runway centreline. The aircraft pitched nose-up and rolled to the left, causing the main rotor blade tips and rear stabiliser to strike the runway surface. The pilot aborted the takeoff.
The pilot attributed the accident to continuing the takeoff attempt with less than 200 rotor rpm, combined with him applying the power too quickly, which created a ‘blade flap’ situation.
Rotorsport UK Calidus, G-GRYN (https://assets.publishing.service.gov.uk/media/599d5e9c40f0b66e93f1bd70/Rotorsport_UK_Calidus_G-GRYN_09-17.pdf)
The pilot had not flown for several months and had a total of six hours on type. Having flown for about one hour he returned to land on Runway 27 at Turweston. The wind was from the west-south-west. As the pilot flared the aircraft for touchdown, he realised that he had initiated the manoeuvre too early and that the aircraft was still several feet above the runway and at a low airspeed. He lowered the aircraft’s nose, during which the aircraft yawed and drifted to the right. He applied corrective rudder and control stick inputs, but the aircraft touched down on the right main wheel before rolling onto its right side where it came to a stop.
The pilot stated that it had felt as if the aircraft “had been caught by a gust of wind from the left”, and considered that his lack of recency and experience on type were causal factors in the accident
A109S Grand, G-PBWR (https://assets.publishing.service.gov.uk/media/59afe9baed915d03379445a8/Agusta_A109S_Grand_G-PBWR_09-17.pdf)
After a normal landing, ground staff made the pilot aware of a problem with the left side horizontal stabiliser which had failed. The pilot reported that no unusual handling characteristics were experienced. The area where the horizontal stabiliser had failed was the subject of an EASA Airworthiness Directive which required repeat inspections.
Agusta AW139, PH-EUJ (https://assets.publishing.service.gov.uk/media/59afeb97e5274a180e3705d9/Agusta_AW139_PH-EUJ_09-17.pdf)
Whilst planning for a seven-sector shuttle in support of a UK customer, the operations department mistakenly inserted the wrong helideck into the flight plan. The error was not noticed and the helicopter proceeded to land at the Leman 27B helideck instead of the Shell Leman 26B.
And 2 gyrocopters:
MTOsport gyroplane, G-HOTC (https://assets.publishing.service.gov.uk/media/59b0052c40f0b6174109f644/MTOsport_gyroplane_G-HOTC_09-17.pdf)
Prior to takeoff on Runway 09, the pilot stated that the pre-rotator had rotated the gyroplane’s main rotor to approximately 150-160 rpm, less than the normal speed of 200 rpm. Despite this, the pilot elected to take off and, as the aircraft accelerated, increasing control forces were required to maintain the runway centreline. The aircraft pitched nose-up and rolled to the left, causing the main rotor blade tips and rear stabiliser to strike the runway surface. The pilot aborted the takeoff.
The pilot attributed the accident to continuing the takeoff attempt with less than 200 rotor rpm, combined with him applying the power too quickly, which created a ‘blade flap’ situation.
Rotorsport UK Calidus, G-GRYN (https://assets.publishing.service.gov.uk/media/599d5e9c40f0b66e93f1bd70/Rotorsport_UK_Calidus_G-GRYN_09-17.pdf)
The pilot had not flown for several months and had a total of six hours on type. Having flown for about one hour he returned to land on Runway 27 at Turweston. The wind was from the west-south-west. As the pilot flared the aircraft for touchdown, he realised that he had initiated the manoeuvre too early and that the aircraft was still several feet above the runway and at a low airspeed. He lowered the aircraft’s nose, during which the aircraft yawed and drifted to the right. He applied corrective rudder and control stick inputs, but the aircraft touched down on the right main wheel before rolling onto its right side where it came to a stop.
The pilot stated that it had felt as if the aircraft “had been caught by a gust of wind from the left”, and considered that his lack of recency and experience on type were causal factors in the accident