S61N crash Florida
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Well, the TC Data Sheet lists max passengers at 39 + 2 pilots. That's 41.
Minimum Crew: 2 (pilot, copilot)
Maximum Passengers: 39, limited by emergency exit requirements
Shabby reporting by who? Looks accurate, though obviously they weren't outfitted for 41. I doubt many are.
Minimum Crew: 2 (pilot, copilot)
Maximum Passengers: 39, limited by emergency exit requirements
Shabby reporting by who? Looks accurate, though obviously they weren't outfitted for 41. I doubt many are.
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/04d7abf9f420a47786257c670064810c/$FILE/1H15_Rev_18.pdf
I wonder how that looks? Maybe they use narrower seats in the right hand double rows, and then add doubles to the left?
I wonder how that looks? Maybe they use narrower seats in the right hand double rows, and then add doubles to the left?
Insider....it said "Seats"....not "Passengers".
Small detail I know....but.....really!
Sadly, the FAA and their Preliminary Reports do not have a wonderful record of excellence.
If they get the Tail Number right seems to be about the limit of accuracy sometimes.
Small detail I know....but.....really!
Sadly, the FAA and their Preliminary Reports do not have a wonderful record of excellence.
If they get the Tail Number right seems to be about the limit of accuracy sometimes.
, the FAA and their Preliminary Reports
212man.....finger/brain interface problem....thinking one thing and typed another.
Updated report and some pre and post crash video:
Remaining Palm Bay helicopter crash victims ID'd
Remaining Palm Bay helicopter crash victims ID'd
Authorities confirmed the identities of two other people killed in a fiery helicopter crash last week in Palm Bay.
Brevard County officials named Jason Dunnam, 41, and Bill Nesbitt, 54, as the two other people killed in the Sept. 6 accident involving the Sikorsky S-61N helicopter. The pilot was identified Tuesday.
Authorities had tentative names but used dental and medical records to confirm the identify the men, all employees of AAR Airlift. The company has a hangar at Orlando Melbourne International Airport. The helicopter was on a "post-maintenance test flight" when the 1974 model aircraft crashed in a remote field in a mostly rural portion of Palm Bay..
The body of Greggory Cluff, 57, a retired Utah National Guard master aviator with more than 6,000 hours of flight experience, was found in the pilot’s seat of the air craft. Dunnam was identified as the co-pilot.
The accident happened as the helicopter hovered about 100 feet off the ground. The three filed a flight plan before leaving Orlando Melbourne International Airport.
The National Transportation Safety Board is investigating the accident.
Brevard County officials named Jason Dunnam, 41, and Bill Nesbitt, 54, as the two other people killed in the Sept. 6 accident involving the Sikorsky S-61N helicopter. The pilot was identified Tuesday.
Authorities had tentative names but used dental and medical records to confirm the identify the men, all employees of AAR Airlift. The company has a hangar at Orlando Melbourne International Airport. The helicopter was on a "post-maintenance test flight" when the 1974 model aircraft crashed in a remote field in a mostly rural portion of Palm Bay..
The body of Greggory Cluff, 57, a retired Utah National Guard master aviator with more than 6,000 hours of flight experience, was found in the pilot’s seat of the air craft. Dunnam was identified as the co-pilot.
The accident happened as the helicopter hovered about 100 feet off the ground. The three filed a flight plan before leaving Orlando Melbourne International Airport.
The National Transportation Safety Board is investigating the accident.
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Penzance S61NM seating
Actually Insider, at full occupancy it was 32+3 Crew.
And climbing out of the Penzance strip at maximum weight when the WAT Curve allowed was quite something in terms of the decision height at the top of the 20 Knot climb.
I only ever did rejected take-offs from CDP out of there in training, the critical thing was not to dump the collective after touchdown as the ground was way too soft. But the permiiter fence was very close after stopping!
And climbing out of the Penzance strip at maximum weight when the WAT Curve allowed was quite something in terms of the decision height at the top of the 20 Knot climb.
I only ever did rejected take-offs from CDP out of there in training, the critical thing was not to dump the collective after touchdown as the ground was way too soft. But the permiiter fence was very close after stopping!
Total fuel on board of what....30 minutes?
Read 212 man's post #11 - for the likely explanation rather than making stuff up
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crab i do note the ref to the CG heli fire
but I think I have as much right to speculate about a likely cause
and I would say more likely to be engine fail (and 2nd place inability to hover at height)
given "as the helicopter hovered about 100 feet"
anyhow it is just speculation either way unless there's some other inside gen i am not aware of
someone here probably knows what it was
but I think I have as much right to speculate about a likely cause
and I would say more likely to be engine fail (and 2nd place inability to hover at height)
given "as the helicopter hovered about 100 feet"
anyhow it is just speculation either way unless there's some other inside gen i am not aware of
someone here probably knows what it was
So - engine failure at 100' - lower lever to contain Nr, push 10 - 15 deg nose down to gain speed. If ETL and say VTOSS achieved then fly away - if not flare and overpitch onto the ground - neither sound like a recipe for a fatal crash and all consuming fire.
Engine fire in 100' hover - as above but shutting down burning engine and using fire ext buttons.
That's the big advantage of a twin AnFi, the remaining engine gives you some options.
Engine fire in 100' hover - as above but shutting down burning engine and using fire ext buttons.
That's the big advantage of a twin AnFi, the remaining engine gives you some options.
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That's the big advantage of a twin AnFi, the remaining engine gives you some options.
Here's something for me to look forward too.
When the NTSB issues its report I will be looking it over to see if their assessment includes "one too many engines" or "extra engine carried created task overload for the crew" or words to that effect.
I expect that I won't find any of that, but maybe the NTSB will surprise me.
When the NTSB issues its report I will be looking it over to see if their assessment includes "one too many engines" or "extra engine carried created task overload for the crew" or words to that effect.
I expect that I won't find any of that, but maybe the NTSB will surprise me.
Yes, excellent
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Lonewolf
LOL Or perhaps the report might state "this aircraft has twin engine redundancy and should not have crashed, PERIOD"!
When the NTSB issues its report I will be looking it over to see if their assessment includes "one too many engines" or "extra engine carried created task overload for the crew" or words to that effect.