But even with all logging and recording equipment imaginable,
what we still won't know is why the pilot lacked a helicopter pilot's basic
skill: autorotation.
That's not a beauty contest, but there's lot in between a 100G impact and a successful AR.
This was not pitch dark countryside, it was Glasgow at 10pm, lots of illuminated tarmac.
It certainly doesn't have to be perfect, even dropping the ac from 20ft with 0 rrpm would have them walk away.
Hell, an EC135 can even fall down 7 stories from a hospital's helipad and all survive:
http://versa.bmvit.gv.at/uploads/med...bericht_03.pdf
(Sound like Cabriesque safety to me.)
If I were the CAA,
I'd mandate annunal demonstration of all engine-at-idle autorotations to 10ft skid height.
If you can't do that in all ships you were issued a TR go back to flight school.
And of course I'd threaten to rest all EC135 airworthyness until they get the zero attention fuel pump switches I was outlining before or the BO105 fuel pumps SASless was describing.
And not having essential electronics (rrpm, ias, radalt) driven by battery
and generator, an ac's night VFR certification would be voided.
