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EC135 missing in NSW

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EC135 missing in NSW

Old 6th Dec 2015, 10:32
  #121 (permalink)  

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Old 6th Dec 2015, 10:56
  #122 (permalink)  
 
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Looking at the picture, the yellow colouring is very dull/matt, (could be dirty I suppose), it covers a larger area than the traditional 135 blade colour scheme and the curvature at the leading edge tip is a lot longer and not so curved as a traditional 135 blade;

This sensationalist picture of a blade damage of another helicopter of a different type altogether has zero relevance to this discussion.
Are you sure about that?
It's a composite blade, it has the right colour, in the right place, pointing in the right direction seen from the back it appears to have a similar shape tip too!
Looks like a 135 blade tip to me.

Last edited by chopjock; 6th Dec 2015 at 11:32.
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Old 6th Dec 2015, 18:37
  #123 (permalink)  

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chopjock, you know that you should't believe all that you see on t'interweb;



Besides, where's the metal leading edge that can even be clearly see in this pic?

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Old 6th Dec 2015, 21:16
  #124 (permalink)  
 
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Besides, where's the metal leading edge that can even be clearly see in this pic?
I have enhanced the pic a little, it can be seen easily now...


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Old 6th Dec 2015, 23:20
  #125 (permalink)  
 
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Old 7th Dec 2015, 17:53
  #126 (permalink)  
 
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Old 3rd Jan 2016, 08:12
  #127 (permalink)  
 
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Can anyone advise me who did Richard Greens recency checks?

I am interested because of the difficulty for private helicopter pilots in Australia to gain let alone keep an instrument rating.

Yes. I do understand Richard may not have held an IFR rating.

That may be my point.
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Old 28th Jan 2017, 07:32
  #128 (permalink)  
 
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I will try again

Does anyone know if there was a way for a pilot to be checked out for an IFR rating in Australia in Richards model helicopter?

It has been claimed to me that there was no way of getting an IFR rating for a private pilot in that model helicopter in Australia.

Seems strange.

Any info much appreciated. Richard was a helicopter enthusiast and there is most likely an explanation if he did not hold an IFR rating.
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Old 28th Jan 2017, 08:25
  #129 (permalink)  
 
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G'Day Dick

I think The Aviator Group 'may' be able to do it. Not 100% certain but I'm sure a call could confirm it.

Cheers
ET
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Old 28th Jan 2017, 08:27
  #130 (permalink)  
 
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If the machine was certified SPIFR.
(No idea about EC135s, but would be surprised if they couldn't be. AS335s can be for e.g. And A109s )
It should have been a matter of passing the theory test, completing the required training at an IFR school and passing a flight test.

Of course under the present CASA inflicted disaster we are lucky anyone is allowed to do anything. So who knows what the current hurdles are? (I can currently fly IFR in multi engine helicopters, but that doesn't allow me to fly any single in VMC, let alone IMC! Seriously?) If you are rated on ME aeroplanes and helicopters and want to fly single engines as well you need to do a minimum of "4 flight reviews". End rant.


Maybe call an IFR helicopter flight school like Beckers on the Sunshine Coast QLD and ask them. They should be up to speed on the latest. (And maybe the situation at the time.)
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Old 28th Jan 2017, 10:02
  #131 (permalink)  
 
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Does anyone know if there was a way for a pilot to be checked out for an IFR rating in Australia in Richards model helicopter?
Dick,

The catch would possibly have been "in" Australia.

You would need to find someone to do the checks who is current on the type and IFR current. As there are possibly no commercial
operators operating them IFR it could possibly have been different.

Outside of Australia with the exception of initial issue for a "rating" the "type" part of it could be accomplished and accepted by CASA in a Level "D" simulator.

Would involve a fair bit of travel to either Germany, UK or the USA on a regular basis.

Today there are possibly 2 Level D sims in Australia but operated for the military only unfortunately which is a little short sighted
and narrow given there are a few 135's in the country.

The 135 can be a tricky little beast in some ways and time in the sim will increase anyones capability in the machine as there are some
things you cannot demonstrate successfully in the real aircraft.

You can no doubt can meet CASA's completely banal requirements as the absolute minimum standard but after a ride in the sim and having
the book thrown at you makes you realise how much better off you are for the experience.

I do my own recurrence on the type in the SIM but have to do BFR's in an actual machine due to the "regulatory structure" which is really a joke in comparison.
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Old 28th Jan 2017, 16:52
  #132 (permalink)  
 
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Yes there were examiners/ATO's that could have done IPC/CIR-ME at the time on the 135 in Australia. I'm pretty sure the company that was running 135's doing MPT work out of Gladstone were using an independent ATO/Examiner for their instrument renewals/initial issues.

Last edited by havick; 28th Jan 2017 at 17:06.
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Old 24th Apr 2018, 13:16
  #133 (permalink)  
 
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The report is out

EC 135 fatal. Lower Hunter Valley 7 November 2015.

No real surprises. Too keen to get home.

https://www.atsb.gov.au/publications...r/ao-2015-131/

Last edited by Bull at a Gate; 24th Apr 2018 at 13:34.
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Old 24th Apr 2018, 22:32
  #134 (permalink)  
 
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ATSB report has been published:

https://www.atsb.gov.au/media/577422...-131_final.pdf
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Old 25th Apr 2018, 01:11
  #135 (permalink)  
 
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Figure 3 on page 7 stands out for me, hunter valley is the lowest terrain & goes all the way to the coast but the track taken was over tiger country. Hard way to learn that lesson.
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Old 25th Apr 2018, 04:09
  #136 (permalink)  
 
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But going the long way would have got him back after last light. Hence the fatal decision to head directly home.
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Old 25th Apr 2018, 05:53
  #137 (permalink)  
 
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With the benefit of an armchair & hindsight the holes in the cheese were lining up early in the trip, if only it was so obvious to us pilots when we’re making these decisions in the heat of the moment. Terrible outcome.
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Old 25th Apr 2018, 08:41
  #138 (permalink)  
 
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Heliduck - there you go:
[QUOTE if only it was so obvious to us pilots when we’re making these decisions ][/QUOTE]
That's your first hole in the cheese, old boy.
Bad weather and high terrain shouts and screams to normal pilots - what's NOT obvious with this?

He suffered "Press-on-itis", which is terminal for some.
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Old 25th Apr 2018, 08:46
  #139 (permalink)  
 
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It is a fatal flaw in a lot of successful businessmen.
He had the determination to be a success in his original business, he made a lot of money and moved to Oz, he made the effort to learn to fly his H300, then upgraded to a Gazelle, made a lot of changes to it, studied the engineering aspects of his Gazelle, he made a brilliant business out of his nature photography, and he turned his new twin helicopter into the most expensive campervan you could wish for.

Nothing stood in his way, and all credit to him. Sadly, a hill stood in his way this time.
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Old 25th Apr 2018, 09:15
  #140 (permalink)  
 
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Two and a half years to publish this? Take away the report padding and you’ve basically got what was revealed in the first couple of days in this thread. How many man hours went into this, at what cost? Sure, they have to rule out mechanical issues, but once they did, it shouldn’t have taken this long.
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