Cockpit video of EMS helicopter landing at accident
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Yes risk management it is - engine failure at a scene is probably low down on the list of likely, nasty events. However in a twin a sensible profile should be flown in and out. I've been flying 40 plus years and apart from 12 months in the very early days when people on the ground did not appear to like the side I was playing for I've never had a major malfunction. But then all the good things like thorough pre-flights and, particularly, being very fussy whose helicopters you fly helps to mitigate the risks. I always ask non-aviators when they question the risk of engine/mechanical failure "How often do you suffer a mechanical problem that causes you to grind to a halt if you are driving a relatively new, WELL MAINTAINED car?"
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To answer your question:
Here ya go!
http://http://www.youtube.com/watch?v=JClhvZj8yn4
If this link doesn't take just do an "EMS Helicopter" search on YouTube and on about the 7th page or so of the search you'll see the video you've posted at the start of this thread.
It's entitled "Multiple Victim Accident" or something like that.
Says they are based in northern California.
Hope this helps. They have several other videos of landings and take-offs.
Here ya go!
http://http://www.youtube.com/watch?v=JClhvZj8yn4
If this link doesn't take just do an "EMS Helicopter" search on YouTube and on about the 7th page or so of the search you'll see the video you've posted at the start of this thread.
It's entitled "Multiple Victim Accident" or something like that.
Says they are based in northern California.
Hope this helps. They have several other videos of landings and take-offs.
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A very interesting thread this. A lot of different views.
Some people have answered in a cool and calm way and state their position while others CRM is obviously a problem and they go off the deep end.
By the way the AS332L has the avoid curve in the Limitations section of the flight manual. I would have to assume that all Eurocopter types do as well. That is a lot of helicopters you obviously haven't seen the avoid curve of. Who is misguided/confused now?
One other thing...Why did the pilot leave the white strobe light on after landing?
This is not good practice, especially at night, as it can blind incoming folk. It destroys your night vision amongst other things.
Some people have answered in a cool and calm way and state their position while others CRM is obviously a problem and they go off the deep end.
The incorrect reference to it being in the limitations section earlier in this thread says it all. I know that this was corrected already by someone else, but it does speak volumes about the confusion that there seems to be amongst the less experienced.
I have never seen a helicopter RFM with an H-V curve listed in the limitation section. Unbelievable how misguided some of you are.
One other thing...Why did the pilot leave the white strobe light on after landing?
This is not good practice, especially at night, as it can blind incoming folk. It destroys your night vision amongst other things.
Last edited by purge98; 27th Nov 2007 at 17:15.
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The location of the HV curve in the RFM depends on the size (read # seats) of the helicopter, at least for US regulations. Not all EC helicopters have it in the limitations section, by any means.
I leave my lights on after landing to try to make sure all the rubberneckers can see me. I turn off the landing and searchlights at night, but leave everything else on, especially the t/r light. Accident scenes are chaotic at best, and there is usually little if any security. I try to put out as much light as possible, both to make sure the pedestrians see me, and so I have a better chance of seeing them.
Purge, for someone without a license (your profile does say you're a wannabe) you seem to do a lot of criticizing of pilots, some of whom may have been flying for longer than you've been alive. Just an observation...
I leave my lights on after landing to try to make sure all the rubberneckers can see me. I turn off the landing and searchlights at night, but leave everything else on, especially the t/r light. Accident scenes are chaotic at best, and there is usually little if any security. I try to put out as much light as possible, both to make sure the pedestrians see me, and so I have a better chance of seeing them.
Purge, for someone without a license (your profile does say you're a wannabe) you seem to do a lot of criticizing of pilots, some of whom may have been flying for longer than you've been alive. Just an observation...
Part 29 helicopters have the HV Diagram in their limitations section; Part 27 helicopters do not.
Having the HV Diagram in the limitations section is a problem for Part 29 helicopters; the majority of them work in offshore operations where they are in the diagram during most take-off and landing profiles.
That is why both FAR 91 and JAR-OPS 3 alleviate from the effect of this limitation. FAR 91 for heliports constructed over water - in 91.9(d); and JAR-OPS in Appendix 1 to JAR-OPS 3.005(c).
It has been known for some time that having, what amounts to, an operational limitation in Part 29 is unnecessarily limiting. It was put in about the time that Category A become a compulsory requirement for Part 29 helicopters.
Jim
Having the HV Diagram in the limitations section is a problem for Part 29 helicopters; the majority of them work in offshore operations where they are in the diagram during most take-off and landing profiles.
That is why both FAR 91 and JAR-OPS 3 alleviate from the effect of this limitation. FAR 91 for heliports constructed over water - in 91.9(d); and JAR-OPS in Appendix 1 to JAR-OPS 3.005(c).
It has been known for some time that having, what amounts to, an operational limitation in Part 29 is unnecessarily limiting. It was put in about the time that Category A become a compulsory requirement for Part 29 helicopters.
Jim
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I'm not sure if that applies to other parts as well, but under FAR Part 135 the company's POI (principal operations inspector) can alleviate certain restrictions if they interfere with procedures vital to operations and work out a letter of agreement?!
I stand to be corrected.
I stand to be corrected.
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Purge,
it's a short video, but I am impressed about all the little things you manage to criticize/question on it - come on, the strobe light was left on.. so? Honestly I think your shoes are bigger than your feet here
it's a short video, but I am impressed about all the little things you manage to criticize/question on it - come on, the strobe light was left on.. so? Honestly I think your shoes are bigger than your feet here
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>>This is not good practice, especially at night, as it can blind incoming folk. It destroys your night vision amongst other things.<<
Just had to respond to this one. Night vision is something that doesn't exist at a night scene. Multiple vehicles with red/white/blue flashing lights, strobes, searchlights, headlights, streetlights...you get the picture. I do agree however that leaving on the aircraft white strobe is poor form and might even be hazardous and disorienting when close to the ground/obstacles. I only use it when I'm concerned about other aircraft being a collision hazard...i.e. reported traffic I haven't yet seen, flying around busy airports, etc....then I turn it off as soon as I think things are "safe" again.
Just had to respond to this one. Night vision is something that doesn't exist at a night scene. Multiple vehicles with red/white/blue flashing lights, strobes, searchlights, headlights, streetlights...you get the picture. I do agree however that leaving on the aircraft white strobe is poor form and might even be hazardous and disorienting when close to the ground/obstacles. I only use it when I'm concerned about other aircraft being a collision hazard...i.e. reported traffic I haven't yet seen, flying around busy airports, etc....then I turn it off as soon as I think things are "safe" again.
