R22 accident in south of France
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Simon's funeral was held at Yarpole village church at 3 pm on Monday 27th of December. A very strong Simon type smile shine, for those that missed it, can be found reflecting from the obituary that appeared in the Guardian newspaper a few days later, beautifully penned by his sister Jane.
Like Byron (or was it Shelley?) I'm sure that Simon, dead, sure as heck hasn't finished his living.
I only flew with Martin once, that was enough to know that I'll never again see good flying done as well again..
Like Byron (or was it Shelley?) I'm sure that Simon, dead, sure as heck hasn't finished his living.
I only flew with Martin once, that was enough to know that I'll never again see good flying done as well again..
BEA Report on Mr Rutty's crash
Dear All,
Please find below, link to the BEA Report on Mr Rutty's Helicopter crash in France in 2010.
Sorry, but it is in French
http://www.bea.aero/docspa/2010/g-vl...g-vl101209.pdf
Regards
Keep it Up
Please find below, link to the BEA Report on Mr Rutty's Helicopter crash in France in 2010.
Sorry, but it is in French
http://www.bea.aero/docspa/2010/g-vl...g-vl101209.pdf
Regards
Keep it Up
Last edited by Keepitup; 12th Nov 2012 at 15:56.
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I just read some basic french, if i I am not wrong reading the reports appears to be an "innapropriate" ( word is not mine, is on report) pilot action encountering moderate to severe turbulence thus leading MR to hit fusolage.
Again I suppose we deal with R22 safety...is this helicopter safe or not?
Again I suppose we deal with R22 safety...is this helicopter safe or not?
They basically say it was press-on-itis (« objectif destination »)into very strong turbulent conditions caused by the Mistral over the terrain, probably associated with ignorance of the local conditions, that led to loss of control and a tailboom strike by a main rotor. With 50 kt winds not uncommon, over pretty hilly terrain, it can get really rough there and you wouldn't want to be bouncing around in anything at 500 ft (last witness said about 150m) - let alone an R22! The synoptic chart included, indicates severe turbulence from SFC-10,000ft.
Last edited by 212man; 12th Nov 2012 at 21:49.
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The machine was at max gross weight at the time of accident, therefore it was overweight at takeoff. However that didnt cause the crash. But 59kts at 1500 AGL doesn't sound like an R22 flying day to me. Apparently, the Mistral can blow quite strong down there.
The R22 POH specifically says
(i) Flight when surface wind exceeds 25kt, including gusts, is prohibited
(ii) Flight when surface wind gust speeds exceed 15kt is prohibited
(iii) Continued flight in moderate, severe or extreme turbulence is prohibited
This will be at least the 16th R22 accident caused by main rotor divergence since the NTSB conducted a detailed study following the implementation of new training requirements (SFAR 73 and AD 95-26-04) and at least the 3rd attributable to possible turbulence.
I only flew about 800 hours in Robbies and I have flew an R44 in 50kt gusting 65kt through the mountains - it wasn't fun. An overweight R22 in those winds, even with Martin and Simon's experience...?!
(i) Flight when surface wind exceeds 25kt, including gusts, is prohibited
(ii) Flight when surface wind gust speeds exceed 15kt is prohibited
(iii) Continued flight in moderate, severe or extreme turbulence is prohibited
This will be at least the 16th R22 accident caused by main rotor divergence since the NTSB conducted a detailed study following the implementation of new training requirements (SFAR 73 and AD 95-26-04) and at least the 3rd attributable to possible turbulence.
I only flew about 800 hours in Robbies and I have flew an R44 in 50kt gusting 65kt through the mountains - it wasn't fun. An overweight R22 in those winds, even with Martin and Simon's experience...?!
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The R22 POH specifically says
(i) Flight when surface wind exceeds 25kt, including gusts, is prohibited
(ii) Flight when surface wind gust speeds exceed 15kt is prohibited
(iii) Continued flight in moderate, severe or extreme turbulence is prohibited
(i) Flight when surface wind exceeds 25kt, including gusts, is prohibited
(ii) Flight when surface wind gust speeds exceed 15kt is prohibited
(iii) Continued flight in moderate, severe or extreme turbulence is prohibited
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The main elements of this accident seem to be pretty clear:
Press-on-itis/Get YouHomeitis/Objectif Destination (That is a lovely French term)
They had made an abortive attempt to get back to blighty the previous day via Chamonix, but turned back due weather. The aircraft had been sold and it was being flown to its new owner.
Not clear whether they had got a forecast, but the forecast and actual was a mistral. This gives a strong NW turbulent wind over the Alpes Maritime. I am not a local, but I have recovered a number of helicopters off ships from the Nice area back to the UK (AS355/EC135). With those conditions, I think I would have gone back to the beach.
As ttb points out, this flight seemed to contravene the AFM limitations.
I thought the "principal" conclusion of the report that the accident was caused by inappropriate manipulation of the controls was a bit dubious. In the apparent absence of evidence, I would have thought that simply being in that piece of air was the problem.Not sure that any fancy control manipulation would have altered the outcome:the problem was choosing that route and not turning around when the conditions deteriorated.
Very sad.
Press-on-itis/Get YouHomeitis/Objectif Destination (That is a lovely French term)
They had made an abortive attempt to get back to blighty the previous day via Chamonix, but turned back due weather. The aircraft had been sold and it was being flown to its new owner.
Not clear whether they had got a forecast, but the forecast and actual was a mistral. This gives a strong NW turbulent wind over the Alpes Maritime. I am not a local, but I have recovered a number of helicopters off ships from the Nice area back to the UK (AS355/EC135). With those conditions, I think I would have gone back to the beach.
As ttb points out, this flight seemed to contravene the AFM limitations.
I thought the "principal" conclusion of the report that the accident was caused by inappropriate manipulation of the controls was a bit dubious. In the apparent absence of evidence, I would have thought that simply being in that piece of air was the problem.Not sure that any fancy control manipulation would have altered the outcome:the problem was choosing that route and not turning around when the conditions deteriorated.
Very sad.
that led to loss of control and a tailboom strike by a main rotor
Just to say that it's not a tailboom strike, the report says that one of the blade hit the windscreen and the left skid and then broken up.
.
DR - you're right 
, but even an experienced pilot would struggle in those conditions, especiallly in an R22. For the MR to strike the canopy and left skid, the mast bumping must have been severe (obviously). I imagine it must have almost impossible to fly without 'large and/or abrupt control inputs' that would have caused this directly, or to have induced blade stall, which would have in turn caused it.
, but even an experienced pilot would struggle in those conditions, especiallly in an R22. For the MR to strike the canopy and left skid, the mast bumping must have been severe (obviously). I imagine it must have almost impossible to fly without 'large and/or abrupt control inputs' that would have caused this directly, or to have induced blade stall, which would have in turn caused it.
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Witness n°2 of the french CAA investigation report
I am the witness n° 2 of the report.
At the exact time of the accident, I flew my Rotorway 10 NM west of the accident location and I had to return to Cannes airport because of the extreme turbulence I encountered near Grasse. Fifteen minutes before, when I took off from Cannes I had 40° windshift angle at 300 ft AGE but approaching the mountains, I began to experience vertical turbulences changing load factor that forced me to return. The meterological conditions are very specific here and everybody could have fell in this trap (including me at the first position)
Let's fly safely and avoid excess of confidence.
Dan 300h TT in rotorcraft, 16000 h fixed wing, mountains flights rated, FI.
At the exact time of the accident, I flew my Rotorway 10 NM west of the accident location and I had to return to Cannes airport because of the extreme turbulence I encountered near Grasse. Fifteen minutes before, when I took off from Cannes I had 40° windshift angle at 300 ft AGE but approaching the mountains, I began to experience vertical turbulences changing load factor that forced me to return. The meterological conditions are very specific here and everybody could have fell in this trap (including me at the first position)
Let's fly safely and avoid excess of confidence.
Dan 300h TT in rotorcraft, 16000 h fixed wing, mountains flights rated, FI.
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Add on
In my humble opinion, introducing strong inputs in the cyclic or not isn't a factor.
Even if you do nothing, the low G factor caused by vertical drafts will put you down.
Even if you do nothing, the low G factor caused by vertical drafts will put you down.
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I see there is a 9-page 'analysis' of this accident in the latest edition of Rotor Torque (HCGB's periodical). Makes interesting reading, but surprised and disappointed how so much blame is apportioned to one person.
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Have you read the BEA's accident report. It is only available in French but the bottom line is they flew into conditions that where quite beyond what most helicopters would have been able to withstand let alone an R22.