Exceeding maximum gross weight
Joined: Jan 2005
Posts: 1,529
Likes: 2
From: yorkshire uk
SHY lets not go over the top here . You would not find a single Bell 47 that hasnt been put through overloading in its life ...anywhere !! I see your point but i think this is becoming a bit od a witch hunt . If he has been slightly over in the past i would sugggest that his machine is thoroughly investigated and he doesnt do it any more . I think you can tell by his posts that he realises it isnt big or cool to do it . All professional pilots know that flying a helicopter is a bit like being with a girl ...ie her past history may come back and bite you 
so we all have to respect the machine we are handing over to the next guy .
so we all have to respect the machine we are handing over to the next guy .
Avoid imitations
Joined: Nov 2000
Aviation Qualifications: ATPL
Posts: 15,110
Likes: 1,083
From: Wandering the FIR and cyberspace often at highly unsociable times
nigelh,
You have just repeated and agreed with the main gist of what I had written!
However, as some of us do know, nothing seems 'OTT' compared to a major component failure on a helicopter. One esteemed poster here tragically lost his son to a helicopter accident. I've also lost enough friends and colleagues to aviation accidents over the last thirty years (including my closest friend) to understand at least some of the resulting issues.
On the 11th October 1979 I came very close to having it happen to me when a MRB departure was found to be immediately imminent from our aircraft, due to terminal metal fatigue of the main spar. Thankfully we were safely on the ground when the full implications of what would have occurred a few minutes later were realised. The groundcrew were horrified at what was found, so were we. The main 'D' spar was cracked through, all but for the "nose", an area not much bigger than a ten pence piece; this was on a 7 tonne helicopter. Apparently the crack had spread very rapidly, probably all of it on our 45 minute sortie. Less than five minutes before we had been flying at 140 kts.
However, as my comments are seen as OTT, so be it; I'll participate no more after this, especially as it's actually easier to keep well intentioned advice to one's self.
You have just repeated and agreed with the main gist of what I had written!
However, as some of us do know, nothing seems 'OTT' compared to a major component failure on a helicopter. One esteemed poster here tragically lost his son to a helicopter accident. I've also lost enough friends and colleagues to aviation accidents over the last thirty years (including my closest friend) to understand at least some of the resulting issues.
On the 11th October 1979 I came very close to having it happen to me when a MRB departure was found to be immediately imminent from our aircraft, due to terminal metal fatigue of the main spar. Thankfully we were safely on the ground when the full implications of what would have occurred a few minutes later were realised. The groundcrew were horrified at what was found, so were we. The main 'D' spar was cracked through, all but for the "nose", an area not much bigger than a ten pence piece; this was on a 7 tonne helicopter. Apparently the crack had spread very rapidly, probably all of it on our 45 minute sortie. Less than five minutes before we had been flying at 140 kts.
However, as my comments are seen as OTT, so be it; I'll participate no more after this, especially as it's actually easier to keep well intentioned advice to one's self.
Joined: Jan 2006
Posts: 127
Likes: 0
From: AGL
I have come from a background where a culture of loading up to whatever the machine will get off the ground with was the norm. Indeed, if you didn't you would not have a job for long! It never seemed to be a problem way back then.
On board weighing systems weren't available in those days. It was an eye opening experience when I got to fly with one of these devices. As soon as you commence a turn, take a look at the scale. See what a load it's become! A small percentage overload becomes a big one once you get angles of bank involved.
I'll let the physics experts, and those that sat Principles of Flight exams more recently than I, explain how that works.
On board weighing systems weren't available in those days. It was an eye opening experience when I got to fly with one of these devices. As soon as you commence a turn, take a look at the scale. See what a load it's become! A small percentage overload becomes a big one once you get angles of bank involved.
I'll let the physics experts, and those that sat Principles of Flight exams more recently than I, explain how that works.
