Dennis crashes
Join Date: Mar 2002
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B206 sortie
206 Jockey ... Now that's what I call real confidence in a mate! As long as the duals work!
Thanks all out there for the further words ... my bashed confidence is beginning to heal along with my sore bum.
Not sure how I can link to my accident report. Its on my PC as a file that was mailed to LOOP. Anyone tell me how I get it to Pprune please?
Best wishes,
Dennis K
Thanks all out there for the further words ... my bashed confidence is beginning to heal along with my sore bum.
Not sure how I can link to my accident report. Its on my PC as a file that was mailed to LOOP. Anyone tell me how I get it to Pprune please?
Best wishes,
Dennis K
Den
If you email it to me at the usual address I'll sort it for you.
Or if its the one you sent me the other day, just let me know and I'll post that one.
Gary
If you email it to me at the usual address I'll sort it for you.
Or if its the one you sent me the other day, just let me know and I'll post that one.
Gary
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Be honest Dennis, in true instructor style you were just showing us how not to do it.
Very glad that you are on the mend!!
All I can add is listen to your gut instinct we will support you either way.
Very glad that you are on the mend!!
All I can add is listen to your gut instinct we will support you either way.
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I am sorry for you, a most unfortunate incident.
could you clip the report back to thirty words or less.
The message behind it is maybe what aspirants will need.
cheers tet
could you clip the report back to thirty words or less.
The message behind it is maybe what aspirants will need.
cheers tet
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DK's accident
Hallo again Gentlemen,
First for Gary ... yes, the report you have is the one I would have posted on our site, but no doubt it is far too long. It will appear in the July edition of BLADES anyway for those wanting to read the full details.
Meantime to summarise.
Invitation to Utah to display and promote my scholarship DVD. Once there I was immediately advised of the density problem by the local pilots. I've flown at high DAs before, but nothing as severe as 5,700 airfield elevation and temperatures almost in three figures.
Accordingly, I arranged a longish practice, (over an hour) on the Schweizer 300C model at a 5,500 ft airfield and 80 degrees. I was accompanied by the operator and take off weight was around 1,850 lbs. I practiced all the manoeuvres to be flown the following day, after which I decided to modify the various height & speed 'Gate' numbers by 10 knots and 50 feet minimum display height.
I should have insisted on a local practice at West Desert airfield (5,700 ft), but circumstances made it difficult. It was decided to make the display late morning before the temperatures hit maximum.
In the event the operator and I were late arriving, (fuel) and the display was now scheduled for 13.00 hrs. To additionally offset the local DA, I decided to offload fuel to 10 gallons for the display, and also remove all surplus equipment, fire extinguisher, controls, GPS and headsets. In the event the most fuel that could be offloaded still left me with 30 gallons.
Since I was something of the centre of attention having travelled 5000 miles to display, I was unable to have my preferred five minutes 'quiet time' prior to my flight.
The light breeze was 10-12 knots, mostly down the runway, right to left as I faced the crowd line.
I commenced the display some 300 lbs less than in practice with a display area inspection circuit at 50 feet. Satisfied, I settled on the tarmac runway to commence the standard opening 'pirouette' I was actually surprised at the performance available at the lighter weight and completed my usual five pedal rotations with the left skid tip in contact with the tarmac.
I pulled aft cyclic and collective to lift into the rearward climbing spiral and once again, I had sufficient power to perform the nil-translational lift, out of ground effect manoeuvre.
I continued the manoeuvre to 300 feet and pulled back away from the crowd to position for the fast run-in along the 'B' axis back toward the crowd.
I'd made quite a few small mistakes in my planning, the fuel, the practice venue, no thinking time and doing my practices with the operator on board, but as I commenced the run in I made the major mistake that was the cause of the accident. I had drifted some 100 yards downwind to the crowd's left which required a more acute angle 'run-in' and a greater turn in the 270 degree wing-over. The turn would now require perhaps 300 degrees.
For some reason, and I now think I was lulled by what I thought seemed a fairly normal performance, I launched myself straight into 'display mode' and failed to run in at the 50 feet I had decided and neither did I reach the higher 'gate' speed before commencing the cyclic 'pull-up' for the 270 degree wing-over. Looking at the video, I can see that I was losing height in the turn more rapidly than normal and in making the longer turn, I had lost even more height.
However, even in the steep descent, at no stage did I think the manoeuvre was going wrong, until the skids actually made contact. I didn't make any changes to either the collective or cyclic.
On impact the cabin filled with desert dust and for a moment I wasn't aware I was almost inverted. I spent quite a few seconds trying to locate the fuel boost pump switch, and having stopped it running, I looked for the master switch. I tried several before I found the right one, but thinking now, it would have helped if the switch was more prominent or coloured red, rather like the Enstrom. I never did locate the fuel cock and realising that all my limbs were mobile, I released the safety straps and scrambled clear of the wreck.
It says a great deal for the crashworthiness of the little Schweizer 300 that I wasn't badly injured or worse. And of course if I had been thinking properly, I'd have realised the master switch would have stopped the fuel pump anyway.
So the main reason for the accident was my failue to make sufficient allowance for the temperature and altitude conditions, and while I had been well aware of the density, I wasn't nearly aware enough and I didn't stick to the speed & height changes I'd decided on.
I believe now that had I stuck exactly to my changed height & speed display numbers, I would probably have completed the wing-over manoeuvre safely as I have at least a thousand times. (actually a lot more)
The other factor was having to make a longer turn at the top of the manoeuvre, which in normal density conditions would not have presented a problem.
Anyway, the above is the abridged accident report, and as is often the case, my accident was triggered by a series of poor decisions, but nevertheless it was the density altitude that actually nailed me.
I'm sure I'll meet many of you in the coming months, and will be able to amplify some of the above aspects in conversation.
Thanks again for the many kind and encouraging words posted here. They are more than appreciated.
Best wishes & safe flying to you all.
Dennis Kenyon.
First for Gary ... yes, the report you have is the one I would have posted on our site, but no doubt it is far too long. It will appear in the July edition of BLADES anyway for those wanting to read the full details.
Meantime to summarise.
Invitation to Utah to display and promote my scholarship DVD. Once there I was immediately advised of the density problem by the local pilots. I've flown at high DAs before, but nothing as severe as 5,700 airfield elevation and temperatures almost in three figures.
Accordingly, I arranged a longish practice, (over an hour) on the Schweizer 300C model at a 5,500 ft airfield and 80 degrees. I was accompanied by the operator and take off weight was around 1,850 lbs. I practiced all the manoeuvres to be flown the following day, after which I decided to modify the various height & speed 'Gate' numbers by 10 knots and 50 feet minimum display height.
I should have insisted on a local practice at West Desert airfield (5,700 ft), but circumstances made it difficult. It was decided to make the display late morning before the temperatures hit maximum.
In the event the operator and I were late arriving, (fuel) and the display was now scheduled for 13.00 hrs. To additionally offset the local DA, I decided to offload fuel to 10 gallons for the display, and also remove all surplus equipment, fire extinguisher, controls, GPS and headsets. In the event the most fuel that could be offloaded still left me with 30 gallons.
Since I was something of the centre of attention having travelled 5000 miles to display, I was unable to have my preferred five minutes 'quiet time' prior to my flight.
The light breeze was 10-12 knots, mostly down the runway, right to left as I faced the crowd line.
I commenced the display some 300 lbs less than in practice with a display area inspection circuit at 50 feet. Satisfied, I settled on the tarmac runway to commence the standard opening 'pirouette' I was actually surprised at the performance available at the lighter weight and completed my usual five pedal rotations with the left skid tip in contact with the tarmac.
I pulled aft cyclic and collective to lift into the rearward climbing spiral and once again, I had sufficient power to perform the nil-translational lift, out of ground effect manoeuvre.
I continued the manoeuvre to 300 feet and pulled back away from the crowd to position for the fast run-in along the 'B' axis back toward the crowd.
I'd made quite a few small mistakes in my planning, the fuel, the practice venue, no thinking time and doing my practices with the operator on board, but as I commenced the run in I made the major mistake that was the cause of the accident. I had drifted some 100 yards downwind to the crowd's left which required a more acute angle 'run-in' and a greater turn in the 270 degree wing-over. The turn would now require perhaps 300 degrees.
For some reason, and I now think I was lulled by what I thought seemed a fairly normal performance, I launched myself straight into 'display mode' and failed to run in at the 50 feet I had decided and neither did I reach the higher 'gate' speed before commencing the cyclic 'pull-up' for the 270 degree wing-over. Looking at the video, I can see that I was losing height in the turn more rapidly than normal and in making the longer turn, I had lost even more height.
However, even in the steep descent, at no stage did I think the manoeuvre was going wrong, until the skids actually made contact. I didn't make any changes to either the collective or cyclic.
On impact the cabin filled with desert dust and for a moment I wasn't aware I was almost inverted. I spent quite a few seconds trying to locate the fuel boost pump switch, and having stopped it running, I looked for the master switch. I tried several before I found the right one, but thinking now, it would have helped if the switch was more prominent or coloured red, rather like the Enstrom. I never did locate the fuel cock and realising that all my limbs were mobile, I released the safety straps and scrambled clear of the wreck.
It says a great deal for the crashworthiness of the little Schweizer 300 that I wasn't badly injured or worse. And of course if I had been thinking properly, I'd have realised the master switch would have stopped the fuel pump anyway.
So the main reason for the accident was my failue to make sufficient allowance for the temperature and altitude conditions, and while I had been well aware of the density, I wasn't nearly aware enough and I didn't stick to the speed & height changes I'd decided on.
I believe now that had I stuck exactly to my changed height & speed display numbers, I would probably have completed the wing-over manoeuvre safely as I have at least a thousand times. (actually a lot more)
The other factor was having to make a longer turn at the top of the manoeuvre, which in normal density conditions would not have presented a problem.
Anyway, the above is the abridged accident report, and as is often the case, my accident was triggered by a series of poor decisions, but nevertheless it was the density altitude that actually nailed me.
I'm sure I'll meet many of you in the coming months, and will be able to amplify some of the above aspects in conversation.
Thanks again for the many kind and encouraging words posted here. They are more than appreciated.
Best wishes & safe flying to you all.
Dennis Kenyon.
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Thank you Dennis
I was the pilot that took the video and put it on Youtube. I never got the chance to meet with Dennis but have been in conversation since via e-mail.
Dennis is a true gentleman to share this with us pilots so we can learn. We pilots owe so much to people like Dennis that take on that risk to show us maneuverer's we would not dare to do, to push that envelope.
We owe many thanks to those that can take it to that edge and come back to tell us their story when things go wrong.
I am just so glad that Dennis is here to tell us his story. When I witnessed his crash I though for sure he did not survive it.
I know he is not proud of what happened but we are ALL human and we can not get it 100% right all the time. We as pilots have to keep that in our minds all the time and learn from our mistakes we all made them, we all know it and we all have to learn from it and move on.
Dennis is a true gentleman to share this with us pilots so we can learn. We pilots owe so much to people like Dennis that take on that risk to show us maneuverer's we would not dare to do, to push that envelope.
We owe many thanks to those that can take it to that edge and come back to tell us their story when things go wrong.
I am just so glad that Dennis is here to tell us his story. When I witnessed his crash I though for sure he did not survive it.
I know he is not proud of what happened but we are ALL human and we can not get it 100% right all the time. We as pilots have to keep that in our minds all the time and learn from our mistakes we all made them, we all know it and we all have to learn from it and move on.
Last edited by Tina Tyler; 29th Jun 2008 at 22:45.
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Dennis, back in the saddle ASAP! I watched slack jawed at Barton a good few years back as you showed what an Enstrom can do in the hands of a master. I'm sure I speak for many when I say the standard of your airmanship is something the rest of us can only aspire to.
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The light breeze was 10-12 knots, mostly down the runway, right to left as I faced the crowd line.
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After 56 years of flying you still have the humbleness to admit a misstake and for me that's something to look up to. If anything we need more pilots like you. I hope that you get back in the cockpit again!
I hope that you get back in the cockpit again!
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The Utah accident
Hallo again prune posters, and first just to say another 'thank you' for the overall pp pilot support ... I can only repeat, that your words are a considerable comfort for me at a pretty miserable time ... and apart from the sore bum and two lost teeth!
I've been telling myself, I will listen to my colleagues views before making a positive decision on whether it would be proper for me to resume display flying. I have a fullish show booking for the rest of 2008, and I don't want to let the display organisers down. It is therefore, so encouraging to hear most of you say, "Get back in the saddle."
I've talked though the accident sequence with many pilot colleagues, and I now know fairly accurately where the wing-over the sequence went so badly wrong, and the poorish decisions that led to that. I've been flying the 300C today and back in the UK, all is back to normal. (No deserts, no 5,700 feet airfields and definitely no three-figure temperatures!)
For Brian: The wind was 10 -12 knots left to right cross wind on the run-in for the 270 degree right wing over. Another display pilot suggested that the wind was changing during the first few minutes of the display routine and may have put me in a downwind situation at the apex of the wing-over manoeuvre.
I know that would aggravate the usual acquisition of translational lift in the descent, but display pilots certainly shouldn't use any sequence of speeds and height that can be unreasonably affected by a variation of wind speed and/or direction on display day.
I'm afraid the sad truth is that I didn't make enough changes to my normal display routine to allow for the extreme density altitude and then, being happy with the helicopter's performance in the opening two manoeuvres, I promptly reverted to 'normal display mode' so in that case my longish display experience was probably working against me.
That, plus the other smaller errors and my flying 'out of my comfort' box, was in my view, the primary cause of the accident.
Nevertheless, I bless the Culver City designers of that little Hughes 300 for producing a very crash worthy ship. (some 6 to 9 inches of shock absorber travel, 12 inches of crumple zone under the pilot's seat, plus the two feet or so additional clearance beneath the cabin floor.)
I've little doubt that those factors saved me from serious injury or worse.
Finally thanks again for all those guys & the odd gal who have been so kind to post, PM and E-mail. I'm so appreciative and it has helped me make a sensible decision on my future flying.
Very sincerely,
Dennis Kenyon.
I've been telling myself, I will listen to my colleagues views before making a positive decision on whether it would be proper for me to resume display flying. I have a fullish show booking for the rest of 2008, and I don't want to let the display organisers down. It is therefore, so encouraging to hear most of you say, "Get back in the saddle."
I've talked though the accident sequence with many pilot colleagues, and I now know fairly accurately where the wing-over the sequence went so badly wrong, and the poorish decisions that led to that. I've been flying the 300C today and back in the UK, all is back to normal. (No deserts, no 5,700 feet airfields and definitely no three-figure temperatures!)
For Brian: The wind was 10 -12 knots left to right cross wind on the run-in for the 270 degree right wing over. Another display pilot suggested that the wind was changing during the first few minutes of the display routine and may have put me in a downwind situation at the apex of the wing-over manoeuvre.
I know that would aggravate the usual acquisition of translational lift in the descent, but display pilots certainly shouldn't use any sequence of speeds and height that can be unreasonably affected by a variation of wind speed and/or direction on display day.
I'm afraid the sad truth is that I didn't make enough changes to my normal display routine to allow for the extreme density altitude and then, being happy with the helicopter's performance in the opening two manoeuvres, I promptly reverted to 'normal display mode' so in that case my longish display experience was probably working against me.
That, plus the other smaller errors and my flying 'out of my comfort' box, was in my view, the primary cause of the accident.
Nevertheless, I bless the Culver City designers of that little Hughes 300 for producing a very crash worthy ship. (some 6 to 9 inches of shock absorber travel, 12 inches of crumple zone under the pilot's seat, plus the two feet or so additional clearance beneath the cabin floor.)
I've little doubt that those factors saved me from serious injury or worse.
Finally thanks again for all those guys & the odd gal who have been so kind to post, PM and E-mail. I'm so appreciative and it has helped me make a sensible decision on my future flying.
Very sincerely,
Dennis Kenyon.
Hovering AND talking
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the odd gal
Dennis, I have been thrown off more more horses than you've had helicopter accidents, but I got in the saddle again.
I've had more motorbike accidents than you've had helicopter accidents, but I got on the saddle again.
I would love it if you got back in the saddle again!
Cheers
Whirls
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I know the old adage;
"there ain't a horse can't be rode and a man that can't be throwed",
is very true.
But Whirls,
I must say that with your throwed record, you must be one hell of a wild rider?
ill just get me 'at.
see yer.
"there ain't a horse can't be rode and a man that can't be throwed",
is very true.
But Whirls,
I must say that with your throwed record, you must be one hell of a wild rider?
ill just get me 'at.
see yer.
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Looks like I mighta been a bit too cheecky that time, or else she's away.
I fully expected both barrells in the backside as I went out the back door.
sorry whirls
I would love it if you got back in the saddle again!
tet
I fully expected both barrells in the backside as I went out the back door.
sorry whirls
I would love it if you got back in the saddle again!
tet
Hovering AND talking
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I read it but have you heard the old adage, "Revenge is a dish best served cold"?
Cheers
Whirls
Cheers
Whirls
But you know you're in strife when told its in the oven.
