TV News Helicopter Crash in Brazil with Video
Thread Starter
Join Date: Jul 2009
Location: Earth
Posts: 102
Likes: 0
Received 0 Likes
on
0 Posts
Video of TV News Helicopter Crash in Brazil
At around 0920 GMT today February 10, the brazilian "Rede Record" News Network helicopter crashed at São Paulo's Jockey Club after the pilot reported tail rotor problems.
Another news network helicopter, from Globo network was on the scene and filmed the accident.
Both helicopters were covering a robbery.
The pilot of the Globo helicopter was interviewed, saying that the Rede Record pilot reported failure with the tail rotor and was heading for the Jockey Club, which is a clearing amid buildings in the city. Then he noted that the Record helicopter was sideways, and suddenly it started yawing and losing altitude rapidly. A smoke is seen during the altitude loss, and the helicopter crashed on the ground.
The Globo helicopter which filmed the accident landed after the accident to help. There were 2 on board the crashed helicopter, the cameraman and the pilot.
Unfortunately, the pilot died with the impact, while the cameraman survived with injuries, and was conscious while taken to the hospital.
The Globo helicopter pilot said that after landing and switching off the battery and fuel pump, he ran for the crash, and noted the cameramen was alive and conscious complaining about pain, while the pilot was "bent" on the controls unconscious.
The crashed helicopter is probably an Eurocopter "Esquilo" AS350B.
These are similar videos in case the link breaks after some time, the first one showing the other helicopter landing next to the crashed one.
Helicóptero sofre pane e cai em São Paulo - Globo Vdeos Player
Globo Vídeos - VIDEO - Helicópetro da TV Record cai em São Paulo
UPDATE: Video of the onboard camera from the crashed helicopter
Long version since the robbery:
Helicóptero da Rede Record cai em São Paulo
Short version of the last minute:
Piloto do helicóptero da Rede Record morre após acidente aéreo em SP
Portuguese news with the pictures of the crew onboard and the videos above:
Piloto de helicóptero da TV Record morre após queda de aeronave no Jockey Club
Another news source with a on scene picture of the crash:
Helicóptero da 'Record' cai no Jockey Club de SP; 1 morre
Any thoughts on the cause of the accident?
And what should the pilot have done to prevent it?
Investigation authorities are already on the scene.
Another news network helicopter, from Globo network was on the scene and filmed the accident.
Both helicopters were covering a robbery.
The pilot of the Globo helicopter was interviewed, saying that the Rede Record pilot reported failure with the tail rotor and was heading for the Jockey Club, which is a clearing amid buildings in the city. Then he noted that the Record helicopter was sideways, and suddenly it started yawing and losing altitude rapidly. A smoke is seen during the altitude loss, and the helicopter crashed on the ground.
The Globo helicopter which filmed the accident landed after the accident to help. There were 2 on board the crashed helicopter, the cameraman and the pilot.
Unfortunately, the pilot died with the impact, while the cameraman survived with injuries, and was conscious while taken to the hospital.
The Globo helicopter pilot said that after landing and switching off the battery and fuel pump, he ran for the crash, and noted the cameramen was alive and conscious complaining about pain, while the pilot was "bent" on the controls unconscious.
The crashed helicopter is probably an Eurocopter "Esquilo" AS350B.
These are similar videos in case the link breaks after some time, the first one showing the other helicopter landing next to the crashed one.
Helicóptero sofre pane e cai em São Paulo - Globo Vdeos Player
Globo Vídeos - VIDEO - Helicópetro da TV Record cai em São Paulo
UPDATE: Video of the onboard camera from the crashed helicopter
Long version since the robbery:
Helicóptero da Rede Record cai em São Paulo
Short version of the last minute:
Piloto do helicóptero da Rede Record morre após acidente aéreo em SP
Portuguese news with the pictures of the crew onboard and the videos above:
Piloto de helicóptero da TV Record morre após queda de aeronave no Jockey Club
Another news source with a on scene picture of the crash:
Helicóptero da 'Record' cai no Jockey Club de SP; 1 morre
Any thoughts on the cause of the accident?
And what should the pilot have done to prevent it?
Investigation authorities are already on the scene.
Last edited by Pugachev Cobra; 10th Feb 2010 at 11:54.
Join Date: Jul 2007
Location: Charlotte, NC USA
Age: 64
Posts: 508
Likes: 0
Received 0 Likes
on
0 Posts
In a helicopter, if you loose the tail rotor i.e. gearbox/shaft/rotor failure, you have to keep your forward speed up so the tail fin can act as the "anti-torque" control. This requires a run on landing.
C2j
C2j
Join Date: Oct 1999
Location: Bishops Stortford, UK
Posts: 23
Likes: 0
Received 0 Likes
on
0 Posts
Actually, if the tail-rotor DRIVE fails, you're going down closeby............Have to enter autorotation and cut the engine fuel flow (torque) for an autorotative landing right nearby. If the power (ie torque) is kept on, the heli WILL spin rapidly resulting in disorientation and rapid loss of control. Otherwise an autorotative landing is the ONLY choice in this case (but you've only got seconds to recognise and take action.................) and on landing the heli will try to turn slowly in the SAME direction as the main rotor (gearbox friction) but can be controlled.
However, if the tail rotor is still spinning but CONTROL (ie pitch) is lost, then in many cases you can continue at some speed for a run-on landing (or other manouevre as recommended by the Manufacturer!) onto a smooth surface, as previously mentioned.
Poor guys probably never knew what hit them...............Tail rotor drive failure at low speed/ hover is a killer in no time unfortunately.
However, if the tail rotor is still spinning but CONTROL (ie pitch) is lost, then in many cases you can continue at some speed for a run-on landing (or other manouevre as recommended by the Manufacturer!) onto a smooth surface, as previously mentioned.
Poor guys probably never knew what hit them...............Tail rotor drive failure at low speed/ hover is a killer in no time unfortunately.
Cubs2jets;
I'm a fixed-wing pilot - (never been in a machine where all the important bits is trying to get away from all the other important bits, although in fairness, Sergei Sikorsky, who was the keynote speaker at an ALPA Safety Conference in Washington DC stated that helicopter pilots were a lot smarter because, like our feathered friends and very much unlike our fixed-wing group, they stopped before alighting), but I wonder if "auto-rotation" is another solution? No torque, therefore no rotation - or does it work that way? I understand the choice of landing field is limited but it is with any "run-on" landing as well.
Newgen Jock, you anticipated the question, thanks...I thought as much.
I'm a fixed-wing pilot - (never been in a machine where all the important bits is trying to get away from all the other important bits, although in fairness, Sergei Sikorsky, who was the keynote speaker at an ALPA Safety Conference in Washington DC stated that helicopter pilots were a lot smarter because, like our feathered friends and very much unlike our fixed-wing group, they stopped before alighting), but I wonder if "auto-rotation" is another solution? No torque, therefore no rotation - or does it work that way? I understand the choice of landing field is limited but it is with any "run-on" landing as well.
Newgen Jock, you anticipated the question, thanks...I thought as much.
Join Date: Jan 2010
Location: Norway
Age: 44
Posts: 45
Likes: 0
Received 0 Likes
on
0 Posts
Well....If the driveshaft fails, and the vertical stabiliser is intact, and you have forward speed (more than 20 kts), you should be able to continue without the tailrotor if you reduce the power. Then you can find a suitable landingspot, set up a steep approach, enter autorotation, cut the fuelflow and make an autorotational emergencylanding.
If you loose tailrotor control on an AS 350, you should reduce power to 60-70 kts, press Hyd Test for 5 sec (or accu-test depending on model), then make a shallow approach with a side-slip to the left, and touch down when the machine gets aligned with the direcion of travel (probably with forward speed). It's easier with the wind coming from the right.
If you loose the vertical stabiliser AND the gearbox, you will probably be well out of CG, plus you don't have the "weather-cock" effect from the tailfin, so the machine will most likely come to a spin nose-down, impossible to recover from.
-AS 350 pilot.
If you loose tailrotor control on an AS 350, you should reduce power to 60-70 kts, press Hyd Test for 5 sec (or accu-test depending on model), then make a shallow approach with a side-slip to the left, and touch down when the machine gets aligned with the direcion of travel (probably with forward speed). It's easier with the wind coming from the right.
If you loose the vertical stabiliser AND the gearbox, you will probably be well out of CG, plus you don't have the "weather-cock" effect from the tailfin, so the machine will most likely come to a spin nose-down, impossible to recover from.
-AS 350 pilot.
Join Date: Oct 1999
Location: Bishops Stortford, UK
Posts: 23
Likes: 0
Received 0 Likes
on
0 Posts
In an autorotation, the airflow from below, keeps the blades turning (PROVIDED you "dump" collective pitch immediately) thus building up enough rotor system energy for a "flare" and to apply pitch before touchdown when the rotor rpm then decays as you touch down. And it is a repeatable, practiseable (!) and survivable manoeuvre, almost anywhere.
Tail rotor drive failure is altogether another (lethal) animal though it is POSSIBLE to mitigate the forced-landing by autorotating if immediate and correct action is taken.
Hope this helps..........
BTW, not current though have a fair few heli hours........
Tail rotor drive failure is altogether another (lethal) animal though it is POSSIBLE to mitigate the forced-landing by autorotating if immediate and correct action is taken.
Hope this helps..........
BTW, not current though have a fair few heli hours........
Join Date: Jan 2010
Location: Norway
Age: 44
Posts: 45
Likes: 0
Received 0 Likes
on
0 Posts
It doesn't need to be lethal if you react correct....
As said, in flight, it shouldn't be that big a problem if you recognise the malfunction (sudden yaw, and no reaction when moving the pedals).
It's more risky to dump the collective and autorotate where you are, than actually fly to a suitable landingsite (airfield etc).
What you SHOULD do in any case is cut the fuel-flow before you cushion the landing, orelse you'll be spinning all over the place on touchdown...
As said, in flight, it shouldn't be that big a problem if you recognise the malfunction (sudden yaw, and no reaction when moving the pedals).
It's more risky to dump the collective and autorotate where you are, than actually fly to a suitable landingsite (airfield etc).
What you SHOULD do in any case is cut the fuel-flow before you cushion the landing, orelse you'll be spinning all over the place on touchdown...
Whatever happened to that Astar undoubtedly began well before the spin/crash. If you watch the the report that includes video from the accident ship, at about 2:00 minutes in, "something" happens and then camera snaps around to film backward toward the tail rotor. The aircraft assumes a left yaw/right bank attitude and continues flying, somewhat erratically. Around 4:50 the aircraft enters a left bank and it appears that it does a left 360 turn around the mast. But the pilot remains in control. You can see him get lower and lower, until it finally starts spinning and we lose the video feed at around 7:20. Time from the onset of the problem to the crash: a little over five minutes.
Switch now to the video shot from the other newscopter. In the first link, the video begins with the Astar arriving high over the site, and already rotating slowly to the left. It quickly picks up speed. While spinning, the ship begins droppping vertically, very fast. Maybe I'm wrong, but I think the puff of smoke from the engine comes when the pilot shuts it down to stop the spin. At the bottom, either he doesn't even pull any pitch or the rotor rpm has gone away and there's no cushion left.
Very sad to watch, and it must have been gut-wrenching for the crew in the other newscopter.
Maybe we'll never know why the pilot elected to do a landing in that small site with a tail rotor problem - instead of taking it to a bigger area or an airport.
Not every helicopter pilot is Chuck Yeager.
Switch now to the video shot from the other newscopter. In the first link, the video begins with the Astar arriving high over the site, and already rotating slowly to the left. It quickly picks up speed. While spinning, the ship begins droppping vertically, very fast. Maybe I'm wrong, but I think the puff of smoke from the engine comes when the pilot shuts it down to stop the spin. At the bottom, either he doesn't even pull any pitch or the rotor rpm has gone away and there's no cushion left.
Very sad to watch, and it must have been gut-wrenching for the crew in the other newscopter.
Maybe we'll never know why the pilot elected to do a landing in that small site with a tail rotor problem - instead of taking it to a bigger area or an airport.
Not every helicopter pilot is Chuck Yeager.
Join Date: Jan 2008
Location: UK
Posts: 139
Likes: 0
Received 0 Likes
on
0 Posts
A helicopter suffers what appears to be some sort of mechanical failure, at no more than a couple of hundred feet with no apparent warning and crashes killing the pilot and seriously injuring the passenger and what do we get here ?
Self appointed experts telling us where the poor guy went wrong and what he should have done.
There should be an idiot monitor set up on this forum that prevents fools from posting.
Self appointed experts telling us where the poor guy went wrong and what he should have done.
There should be an idiot monitor set up on this forum that prevents fools from posting.
There should be an idiot monitor set up on this forum that prevents fools from posting.
I might agree with your idea of an idiot monitor for this site. Then again...it might have detected your post and prevented it from showing.
It is sad - whatever happened - but tail rotor EP's are spelled out and we, as professional pilots are supposed to know how to perform them. Taking his Astar to that small, obstructed site was a questionable decision. Tragically, it proved to be the wrong one.
Thread Starter
Join Date: Jul 2009
Location: Earth
Posts: 102
Likes: 0
Received 0 Likes
on
0 Posts
To add, the pilot who watched the crash advised the other pilot to do what I think is a "straight-in landing". The pilot of the helicopter with problems then said he was going to try the "straight-in landing".
If you see the bottom of this news page, you can see on the map where it crashed, and it's noticeable why it's a place chosen for emergencies, since it's got a large strip, used for horse racing.
G1 > Edição São Paulo - NOTÍCIAS - 'Ele relatou pane pelo rádio', diz piloto que viu queda de helicóptero em SP
Also the pilot who landed and assisted said that he "switched off the battery, fuel pump, all these things" of the other helicopter.
If you see the bottom of this news page, you can see on the map where it crashed, and it's noticeable why it's a place chosen for emergencies, since it's got a large strip, used for horse racing.
G1 > Edição São Paulo - NOTÍCIAS - 'Ele relatou pane pelo rádio', diz piloto que viu queda de helicóptero em SP
Also the pilot who landed and assisted said that he "switched off the battery, fuel pump, all these things" of the other helicopter.
I think that some people have been a bit harsh and I hope the ACME book of helicopter flying is all I ever need if faced with such a situation, some of us have clearly swallowed it.
Speculation is one thing but none of us where in it with them, over a very congested area with one tail rotor that seems to have caused the problem, I don't think any of us at this moment in time can say what he should have done, I doubt anyone will be able to do that until an accident report appears, and even then perhaps we should limit it, to what he could have done, he may have considered his options to be very limited.
I agree with FH1100 pilot about the smoke that it could have been the pilot turning off the fuel cock/valve whatever its called on an AS350, I have seen several turbine engines shutdown by use of the fuel cock and they all gave a short burst of smoke just like the one seen in the video.
Can I suggest a little more respect for the guy, particularly on the day he died.
May he rest in peace.
Speculation is one thing but none of us where in it with them, over a very congested area with one tail rotor that seems to have caused the problem, I don't think any of us at this moment in time can say what he should have done, I doubt anyone will be able to do that until an accident report appears, and even then perhaps we should limit it, to what he could have done, he may have considered his options to be very limited.
I agree with FH1100 pilot about the smoke that it could have been the pilot turning off the fuel cock/valve whatever its called on an AS350, I have seen several turbine engines shutdown by use of the fuel cock and they all gave a short burst of smoke just like the one seen in the video.
Can I suggest a little more respect for the guy, particularly on the day he died.
May he rest in peace.
Join Date: Sep 2001
Location: UK
Posts: 741
Likes: 0
Received 0 Likes
on
0 Posts
Very sad - R.I. P - Thouhgts are with the pilot's family, friends and colleagues.
Pugachev Cobra - There seem to be two threads with similar titles and identical content started by you ( this one and another half hour previously ).
Mod's - can they be merged ?
Coconutty
Pugachev Cobra - There seem to be two threads with similar titles and identical content started by you ( this one and another half hour previously ).
Mod's - can they be merged ?
Coconutty
Thread Starter
Join Date: Jul 2009
Location: Earth
Posts: 102
Likes: 0
Received 0 Likes
on
0 Posts
Pugachev Cobra - There seem to be two threads with similar titles and identical content started by you ( this one and another half hour previously ).
Didn't find anything in the FAQ where to post regarding News about helicopters. Now i know.
Join Date: Mar 2008
Location: Where I'm pointing...
Posts: 582
Likes: 0
Received 0 Likes
on
0 Posts
With a Loss of Tail Rotor induced spin, what ability does one have to control airspeed and direction for a (successful) auto?
Edited to add: with no pedal control managing directional and speed control becomes much more complicated, and possibly cross controlling (cyclic for lack of pedal) further complicating matters...
I would imagine falling down at the angle he did there would not have been enough Rotor RPM to arrest the landing?
With the little we know and can see from the video, is one able to draw any speculation?
Edited to add: with no pedal control managing directional and speed control becomes much more complicated, and possibly cross controlling (cyclic for lack of pedal) further complicating matters...
I would imagine falling down at the angle he did there would not have been enough Rotor RPM to arrest the landing?
With the little we know and can see from the video, is one able to draw any speculation?
Join Date: Nov 2008
Location: UK
Age: 66
Posts: 919
Likes: 0
Received 0 Likes
on
0 Posts
How do you practice a hovering tail rotor failure in a AS350 when you can't get to the throttle lever?
Indeed does any A star pilot practice auto rotations on his own because of this?
Indeed does any A star pilot practice auto rotations on his own because of this?
I haven't watched all of the linked videos, but I did see the ship's camera footage... it wasn't clear to me that he was ever in a hover. What I'm trying to figure out (and admittedly perhaps watching the rest of the videos might clue me in) is how, with as much forward airspeed as he was carrying, he ever got involved in such a violent spin to begin with.
Absolutely gut wrenching to watch.
Absolutely gut wrenching to watch.
Video looks to me like:
Flying around ENG like normal until the tailrotor problem, then he tucks the camera away (or maybe was trying to see if he could see his own tailrotor) He flies banked and crabbed crosscountry for a while until he can reach the open field of the Jockey Club. Approaching the field he descends down to a lower altitude and starts to slow down. As the slipstream effect decreases and finally lets go, the aircraft starts to spin -unfortunately he is still a ways in the air (100'?). He manages to keep the aircraft level as it spins, probably chops the throttle after the second turn (you can see the yaw slow down), and then hits the ground heavily but still in a flat attitude in the middle of the clearing away from obstacles. Almost made it. Easy to armchair now, but in the cockpit this pilot looked like he was going to give it his best shot and not stop trying.
Flying around ENG like normal until the tailrotor problem, then he tucks the camera away (or maybe was trying to see if he could see his own tailrotor) He flies banked and crabbed crosscountry for a while until he can reach the open field of the Jockey Club. Approaching the field he descends down to a lower altitude and starts to slow down. As the slipstream effect decreases and finally lets go, the aircraft starts to spin -unfortunately he is still a ways in the air (100'?). He manages to keep the aircraft level as it spins, probably chops the throttle after the second turn (you can see the yaw slow down), and then hits the ground heavily but still in a flat attitude in the middle of the clearing away from obstacles. Almost made it. Easy to armchair now, but in the cockpit this pilot looked like he was going to give it his best shot and not stop trying.
Join Date: Dec 2008
Location: N/A
Posts: 845
Likes: 0
Received 0 Likes
on
0 Posts
Sad - brave effort
If you study the directional microwave antenna - it acts as an 'artificial horizon / attitude indicator' ... the gyros of the camera also provide a very high quality attitude indicator - it seems to be particularly high quality - since there is very little 'horizon drift' wrt the horizon.
It appears that the tail rotor has ceased to provide thrust for a very long period of that flight - it also looks like the pilot maintains sufficient speed to prevent uncontrolled yaw rate. The degree of roll indicates the side slip - there is one 'lapse' in speed and you can see the degree of roll caused reduces as the speed reduces - there is then a short loss of control in yaw - and then the pilot regains a speed power combination which controls the yaw again - he has almost taught himself to control the machine with no yaw authority. Maybe he has never been taught this? For some reason the speed drops again - either by choice (perhaps to land in the perceived small space) - or perhaps due to to some further issue...?
Once control is lost the high yaw rate maybe causes such high precession loads on the engine bearings that the engine is severely damaged and releases oil (at least). (60 degrees per second yaw rate limit in AS350) .. or perhaps oil starvation from hight 'centrifugal' loads....
Very difficult to judge 'pitch pull' timing when yawing at very high rate...
Poor chap - very sad
- nearly makes it - is the right training given?
(refer to: Wessex in Wales and Bell 206 near Black Bush - very sad)
Vietnam era army training may not be appropriate any more?
Have you practised landings with no tail rotor thrust?
... or is it something else? - accident report.....
It appears that the tail rotor has ceased to provide thrust for a very long period of that flight - it also looks like the pilot maintains sufficient speed to prevent uncontrolled yaw rate. The degree of roll indicates the side slip - there is one 'lapse' in speed and you can see the degree of roll caused reduces as the speed reduces - there is then a short loss of control in yaw - and then the pilot regains a speed power combination which controls the yaw again - he has almost taught himself to control the machine with no yaw authority. Maybe he has never been taught this? For some reason the speed drops again - either by choice (perhaps to land in the perceived small space) - or perhaps due to to some further issue...?
Once control is lost the high yaw rate maybe causes such high precession loads on the engine bearings that the engine is severely damaged and releases oil (at least). (60 degrees per second yaw rate limit in AS350) .. or perhaps oil starvation from hight 'centrifugal' loads....
Very difficult to judge 'pitch pull' timing when yawing at very high rate...
Poor chap - very sad
- nearly makes it - is the right training given?(refer to: Wessex in Wales and Bell 206 near Black Bush - very sad)
Vietnam era army training may not be appropriate any more?
Have you practised landings with no tail rotor thrust?
... or is it something else? - accident report.....
