Lack of support from aerodrome
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Tory leader death leap from critical helicopter...
Revealed: How David Cameron was forced to jump to safety from helicopter in landing drama | Mail Online
Well not quite that dramatic, but is the kind of title i'd expect from the Daily Mail or Sky News
Well not quite that dramatic, but is the kind of title i'd expect from the Daily Mail or Sky News
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It gets better :
Here's the text from the teaser on the website (Daily Mail)
In the text it says :
Here's the text from the teaser on the website (Daily Mail)
Revealed: How David Cameron was forced to jump to safety from helicopter in landing drama
The Tory leader was forced to leap when the landing gear came off in the pilot's hand.
The Tory leader was forced to leap when the landing gear came off in the pilot's hand.
The Tory leader was a passenger in the craft when the handle for the landing gear came off in the pilot's hand.
Last edited by Capetonian; 15th Jan 2010 at 16:50.
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toptobottom
Read the report for yourself............AAIB report Jan 2010 G-ELTE
Major credit to the skipper. Some brilliant thinking and decision making resulted in the no injuries and very little damage to the helicopter.
Contrast that with the airfield general manager's thinking......
AAIB conclusion:
T'bug 
Read the report for yourself............AAIB report Jan 2010 G-ELTE
Major credit to the skipper. Some brilliant thinking and decision making resulted in the no injuries and very little damage to the helicopter.
Contrast that with the airfield general manager's thinking......
When the commander contacted Redhill ATC, he was advised that the Aerodrome General Manager was not in favour of his proposed actions. It was suggested that the commander should divert to Biggin Hill, but he elected to continue to Redhill.
Had the helicopter diverted elsewhere, these facilities would not have been available and the landing may not have been so successful
Avoid imitations
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What a disgraceful case of NIMBYism by the airfield manager! 
i.e. "Go and have your accident at someone else's airfield!"
After all, he'd already had one tail rotor failure near Biggin Hill.....good job on that one, too, btw.
i.e. "Go and have your accident at someone else's airfield!"
After all, he'd already had one tail rotor failure near Biggin Hill.....good job on that one, too, btw.
T'Bug - got it, thanks. It doesn't explain why the AGM was not in favour of the commander's intentions, but rather unhelpful in any event.
A refuel during a low hover was an interesting suggestion though; I suspect it may have had interesting consequences given the downwash too...
A refuel during a low hover was an interesting suggestion though; I suspect it may have had interesting consequences given the downwash too...
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I know that it does happen at other airfields as well, but is it sensible and safe to have the fire crews doubling up as refuellers? If a sudden fire occurs during a refuel and the refueller is injured or incapacitated, will he then be able to operate as fire crew?
Do you think that the Redhill Aerodrome General Manager's thoughts were influenced by the fact that David Cameron was on board and the likely media frenzy if it all went wrong?
see this article in the Sun....
see this article in the Sun....
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Why was the commander attempting to land with only 15 minutes fuel remaining 
That is what you are supposed to do.
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There is an interesting series of photos in one of the 78 Sqn RAF historical albums concerning a Wessex at Sharjah, I think, which somehow clouted its starboard mainwheel before landing. The upper strut failed and the wheel assembly rotated around the lower strut, putting the starboard mainwheel somewhere level with halfway up the fuselage - not ideal in a Wessex.
As the photos clearly showed, the Wessex was refuelled (more than once, I think) in the hover while those on the ground created a suitable pile of sandbags etc and, in addition, a hover pilot change was also carried out (dual controls, remember) to give the original pilot a bit of a breather. Once the pile of sandbags etc was ready, being just the right height for the Wessex fuselage at rest, it was safely landed with the starboard side of the aircraft supported by the sandbags and the starboard wheel still in a fairly unconventional position.
Given the layout of the Wessex it would have been impossible to land any other way without the helicopter falling on its side and some very expensive noises ensuing...
Louis
As the photos clearly showed, the Wessex was refuelled (more than once, I think) in the hover while those on the ground created a suitable pile of sandbags etc and, in addition, a hover pilot change was also carried out (dual controls, remember) to give the original pilot a bit of a breather. Once the pile of sandbags etc was ready, being just the right height for the Wessex fuselage at rest, it was safely landed with the starboard side of the aircraft supported by the sandbags and the starboard wheel still in a fairly unconventional position.
Given the layout of the Wessex it would have been impossible to land any other way without the helicopter falling on its side and some very expensive noises ensuing...
Louis
The helicopter remained upright and the commander shut it down in the usual manner, except that he waited for the rotor blades to stop before turning off the electrics, as the rotor brake is inoperative without a weight-on-wheels signal from the landing gear squat switch.
212man
I know that's a quote from the report but the 109 rotor brake isn't connected to the weight on wheels switch anyway, its activated by the landing gear selector, when selected 'down' pressure is allowed into the rotor brake circuit from the utility hydraulic system, so with the wheels selected up (as in this case) it won't work anyway. The only electrical connection to the rotor brake system is the microswitch that puts the light on, on the instrument panel.
The weight on wheels switch does operate the pin that prevents undercarriage up selection when on the ground.
GS
I know that's a quote from the report but the 109 rotor brake isn't connected to the weight on wheels switch anyway, its activated by the landing gear selector, when selected 'down' pressure is allowed into the rotor brake circuit from the utility hydraulic system, so with the wheels selected up (as in this case) it won't work anyway. The only electrical connection to the rotor brake system is the microswitch that puts the light on, on the instrument panel.
The weight on wheels switch does operate the pin that prevents undercarriage up selection when on the ground.
GS
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Not sure I would have used the rotor brake in this instance (sitting on a pile of tyres,) but obviously it had no ill effects.
Shytorque,
I'm genuinly not sure, and I was simply seeking to learn something about the decsion process (it wsn't a criticism.) My interpretation of this:
was that the signal required the battery on and that he therefore left the battery on to allow the use of the brake.
I'm genuinly not sure, and I was simply seeking to learn something about the decsion process (it wsn't a criticism.) My interpretation of this:
the rotor brake is inoperative without a weight-on-wheels signal from the landing gear squat switch
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From the AAIB report:
The only thing that operates is the (rotor brake) light on your instrument panel. In short: No wheels, no rotor brake.
The helicopter remained upright and the commander shut it down in the usual manner, except that he waited for the rotor blades to stop before turning off the electrics, as the rotor brake is inoperative without a weight-on-wheels signal from the landing gear squat switch.