Passenger jumps out of heli during emergency autorotation
As said already, he had time to figure it all out.
First things first.... do you hear the engine runnning before you make the wrong decision?
A bit of CRM... turn the horn horn horn HORN HORN HORN off so you could think more clearly.
First things first.... do you hear the engine runnning before you make the wrong decision?
A bit of CRM... turn the horn horn horn HORN HORN HORN off so you could think more clearly.
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The guys are legends. We are all only a human beings.
The film will be more interesting that the pilot also jumped-out (btw. Is it possible to do that - to escape the strike from the main rotor?)... and that the camera-guy finished the autorotation
JR
The film will be more interesting that the pilot also jumped-out (btw. Is it possible to do that - to escape the strike from the main rotor?)... and that the camera-guy finished the autorotation
JR
The film will be more interesting that the pilot also jumped-out (btw. Is it possible to do that - to escape the strike from the main rotor?)
Hmmm - must be an AW thing since the same happened on an early EH101 many years ago.
JR, no it was the FTE that died.
Crab, that was a TR pitch change link that failed. All 4 crew bailed out - the Captain quite late. There was a very interesting article in 'Cockpit' with first hand accounts from each crew member in it, a few years ago - pretty sporty! I went down to AW a few weeks later and had been scheduled to fly it, but they banned non-test crew for a while so I had to make do with the sim...
Crab, that was a TR pitch change link that failed. All 4 crew bailed out - the Captain quite late. There was a very interesting article in 'Cockpit' with first hand accounts from each crew member in it, a few years ago - pretty sporty! I went down to AW a few weeks later and had been scheduled to fly it, but they banned non-test crew for a while so I had to make do with the sim...
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Post 1.
Jumping out of a perfectly running Squirrel. I don't get it.
Negative on...Flashing high rotor RPM (HORN) caution light, (Eng) pressure caution light, (Gene) caution light. Ng showing 70 plus percent. TOT. Did you even look at that? Nr/Nft... How did that look? Engine oil pressure gauge. What was that reading? At least we know your caution panel was working with the blinding 'Doors' light on.
5000 feet agl at 65kts/1700 ft per minute decent would give enough time to do some trouble shooting.
Great training video.
Jumping out of a perfectly running Squirrel. I don't get it.
Negative on...Flashing high rotor RPM (HORN) caution light, (Eng) pressure caution light, (Gene) caution light. Ng showing 70 plus percent. TOT. Did you even look at that? Nr/Nft... How did that look? Engine oil pressure gauge. What was that reading? At least we know your caution panel was working with the blinding 'Doors' light on.
5000 feet agl at 65kts/1700 ft per minute decent would give enough time to do some trouble shooting.
Great training video.
Some trouble checks would certainly have gone a long way - I'm tending to agree with whoever said it was done for the cameras, seeing as they were all there. 'Now check me out from this angle...'
Still, it can be hard to think clearly in the heat of the moment so maybe it's legit. Cancel the bloody horn though!
Still, it can be hard to think clearly in the heat of the moment so maybe it's legit. Cancel the bloody horn though!
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Good efforts all round by the pilot. Only thing I would've done differently is smacked that idiot in the front left seat every time he reached over and pointed at something in front of the pilot.
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I'm tending to agree with whoever said it was done for the cameras
Mickjoebill
Fair point.
I suppose what I should have said is, did the presence of the cameras influence what he did?
Autoing down like that, as has been said already, plenty of time for some troubleshooting.
If not distraction due to presence of cameraman and knowing he was on the fixed cam too, then it seems strange that the training we (hopefully) all get didn't kick in, as a little voice in the back of the mind going "look for secondary indications."
I suppose what I should have said is, did the presence of the cameras influence what he did?
Autoing down like that, as has been said already, plenty of time for some troubleshooting.
If not distraction due to presence of cameraman and knowing he was on the fixed cam too, then it seems strange that the training we (hopefully) all get didn't kick in, as a little voice in the back of the mind going "look for secondary indications."
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A bit of CRM... turn the horn horn horn HORN HORN HORN off so you could think more clearly.
I would leave the horn on, as its only showing High RRPM tones, then it will also let you know if HYD or low RRPM situation happens.
What if you then had a HYD issue
He had also set up an auto of around 60kts so wouldn't have made much difference to a Hyd failure.
In our company we have a fleet of 12 old Bell06 and we have that problem every year for One time! Engine out warning due to an N1 sensor failure! I even had that problem during checking powerlines! In this case you have 2 sec to make the right decision! But i can tell you it is really shocking for some seconds!
My first view in those cases is: 1. engrpm and 2. Gen warning light both negativ go on to make money for your company
My first view in those cases is: 1. engrpm and 2. Gen warning light both negativ go on to make money for your company
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think about that for a second... the horn is going off already, do you think a hyd failure with the horn already going would have been noticed by, um, the horn maybe pinging inbetween the baaping??? The little red light on the dash would be the only warning besides the lock up after acc depletion...... so no, turning the horn off wouldn't have made a difference.
He had also set up an auto of around 60kts so wouldn't have made much difference to a Hyd failure.
He had also set up an auto of around 60kts so wouldn't have made much difference to a Hyd failure.
A change in horn tone would bring his/her attention inside to which he would notice a change in flight condition of the heli. i.e HYD failure or low RRPM.
Then he would be able to prepare to make a landing without HYDS, or fix RRPM.
Think about this, would you prefer to know you have a HYD issue well before a flare/landing or as you apply aft cyclic?
I think I would prefer to know well before so I can plan my approach
I would be leaving the horn on. No where in the FM does it say "turn horn off" during emergencies.
I do actually. The pilot in question would be looking out side at the time (unless flying an auto on intsruments alone).