JetRanger crash Honolulu HI
You learn how to do it - learn how to ride the ETL burble all the way down. The 206 is great in this regard: Hold a cabin attitude that is just a degree or two below the horizon. As you come down into ground effect, simply raise the nose to the hover attitude (2 or 3 degrees above the horizon). Voila! The ship stops with hardly any power change at all. Very rewarding when done right.
1. Set up for a steep approach to be 100 feet above the obstacle in front of you.... for the sake of explanation we will call this the "decision point". You would aim to arrive at the decision point in a deceleration to little to no airspeed and less than 200fpm descent and almost hover power.
2. Just as you reach the decision point, assuming you have made the approach smoothly, you will push the nose over slightly to stop the deceleration and you will feel a little drop..raise the collective a tad to stop the drop and note your pedal position, TQ and TOT.
3. From those numbers you need the following to hover IGE:
a. An extra ONE inch of left pedal
b. An extra 5% TQ
c. An extra 35 degrees TOT
4. From those numbers you need the following to hover OGE.
a. An extra one and half inch of left pedal
b. An extra 15% TQ
c. An extra 50 degrees of TOT
5. Therefore, if when you were add the extra pedal you are at the stop, or if when you add the extra TQ or TOT to what you have already and it puts you in the red....you are in a position right now to pull power gently and nose over slowly to regain airspeed and fly away. I have used these numbers in the Jetranger, the L4 and a 407 and they all work.
6. If you have the pedal, TQ and TOT available, you continue the approach by letting the aircraft gently work its way down. As you approach the ground, raise the nose slightly and you will either come to a 1 foot hover or the skids will “kiss” the ground and then raise up again as the aircraft settles onto the ground cushion.
It's all those B412 hours with nothing else to think about 
I'm intrigued by the thread drift of late, and the reinforcement of my comment about setting up a steep approach when needed to improve your chance of making the spot. Those who have interpreted this to a vertical 500ft descent, or every approach to every landing, have missed the point. If you are guaranteed a safe forced landing area from 2 miles out for the duration of your approach then take a fixed wing PAPI glideslope by all means.
But if you have a possible emergency (as seems probable here) or are landing at a restricted site with no clear area in the undershoot, eg a floating pontoon, then go for a glideslope that will assure that you reach your destination even when it all goes quiet on short finals.
And Gordy has eloquently described the procedure for such an approach to a hot or high location, dispelling the idea mooted by some that you should be dragging in on a long, slow approach to a mountain landing
I'm intrigued by the thread drift of late, and the reinforcement of my comment about setting up a steep approach when needed to improve your chance of making the spot. Those who have interpreted this to a vertical 500ft descent, or every approach to every landing, have missed the point. If you are guaranteed a safe forced landing area from 2 miles out for the duration of your approach then take a fixed wing PAPI glideslope by all means.
But if you have a possible emergency (as seems probable here) or are landing at a restricted site with no clear area in the undershoot, eg a floating pontoon, then go for a glideslope that will assure that you reach your destination even when it all goes quiet on short finals.
And Gordy has eloquently described the procedure for such an approach to a hot or high location, dispelling the idea mooted by some that you should be dragging in on a long, slow approach to a mountain landing
) ..
ABC news is reporting the teen boy has succumbed to his injuries and that the family has donated his organs... Others will live because of this selfless gesture... Sincere condolences to the family and friends... 
Last edited by twinstar_ca; 23rd Feb 2016 at 18:29.
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Watching the video of the ship coming out of the water by hoist, it doesn't appear there like there was little or no power to the main or tail rotors when it hit the drink. Looks like hardly any damage to them, as in they were close to stopped....
Condolences to all involved and affected!
Condolences to all involved and affected!
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"I think they were lucky that this happened over water"
Nay.
The skids bending absorb most of the G's on a vertical descent quite well. An inpact to water from the same altitude and level attitude has More G's on the occupants, not less.
Regarding the camera frame rate. I'm sure the video is compressed to be put online, likely lowering the frame rate. I'm not sure assuming 30FPS is reliable.
Nay.
The skids bending absorb most of the G's on a vertical descent quite well. An inpact to water from the same altitude and level attitude has More G's on the occupants, not less.
Regarding the camera frame rate. I'm sure the video is compressed to be put online, likely lowering the frame rate. I'm not sure assuming 30FPS is reliable.
Ricktye:
Rick, the main rotor blades are indeed undamaged. However in the pictures of the aircraft as it was recovered from the water, the tail rotor blades do look severely damaged.
Rumor now has it that it was the freewheeling unit that came apart, which would make a lot of sense.
Watching the video of the ship coming out of the water by hoist, it doesn't appear there like there was little or no power to the main or tail rotors when it hit the drink. Looks like hardly any damage to them, as in they were close to stopped....
Rumor now has it that it was the freewheeling unit that came apart, which would make a lot of sense.
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Watch the video at 25% speed and you can see the pilot kept it upright for a while after splashdown ... when the blades did start to hit the water they were still at max pitch and glanced back up in the air ... all of which slowed the blades right down before they went under.
.
Watch the video at 25% speed and you can see the pilot kept it upright for a while after splashdown ... when the blades did start to hit the water they were still at max pitch and glanced back up in the air ... all of which slowed the blades right down before they went under.
.
Thread Starter
NTSB Prelim report is out:
http://www.ntsb.gov/_layouts/ntsb.av...18X71040&key=1
http://www.ntsb.gov/_layouts/ntsb.av...18X71040&key=1
14 CFR Part 91: General Aviation
Accident occurred Thursday, February 18, 2016 in Honolulu, HI
Aircraft: BELL 206B, registration: N80918
Injuries: 1 Fatal, 3 Serious, 1 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On February 18, 2016, about 1020 Hawaiian standard time, a Bell 206B, N80918, was substantially damaged when it impacted water during an emergency landing near Honolulu, Hawaii. The helicopter was registered to a private individual and operated by Genesis Helicopters under provisions of Title 14 Code of Federal Regulations Part 91 as a local air tour flight. The commercial pilot and 2 passengers sustained serious injuries, 1 passenger sustained minor injuries, and 1 passenger was fatally injured. Visual meteorological conditions prevailed and a company flight plan was filed for the local flight. The flight originated from the Honolulu International Airport (HLN), Honolulu, about 0935.
The pilot reported to the National Transportation Safety Board (NTSB) investigator-in-charge, that while in cruise flight over Ford Island, he felt a vibration followed by a grinding noise. Shortly after, the pilot heard a loud bang, scanned the instrument panel and saw that the engine instruments indicated the engine was still running, however, rotor rpm decreasing. The pilot initiated an auto rotation to a grassy area near Contemplation Circle at the World War II Valor in the Pacific National Monument. As the pilot neared his intended landing area, he observed multiple people within the area. The pilot stated he initiated a left pedal turn, attempting to land close to the shoreline. Subsequently, the helicopter descended rapidly into the water, about 20 feet from the shoreline.
Witnesses located at various locations at the World War II Valor in the Pacific National Monument reported observing the helicopter near their location traveling at a low altitude before it suddenly descended into the water.
Examination of the accident site revealed that the helicopter was submerged in about 40 feet of water, about 20 feet from the shoreline. The helicopter was removed from the water the day following the accident and was subsequently rinsed with fresh water. All major structural components of the helicopter were recovered. The wreckage was moved to a secure location for further examination.
Accident occurred Thursday, February 18, 2016 in Honolulu, HI
Aircraft: BELL 206B, registration: N80918
Injuries: 1 Fatal, 3 Serious, 1 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On February 18, 2016, about 1020 Hawaiian standard time, a Bell 206B, N80918, was substantially damaged when it impacted water during an emergency landing near Honolulu, Hawaii. The helicopter was registered to a private individual and operated by Genesis Helicopters under provisions of Title 14 Code of Federal Regulations Part 91 as a local air tour flight. The commercial pilot and 2 passengers sustained serious injuries, 1 passenger sustained minor injuries, and 1 passenger was fatally injured. Visual meteorological conditions prevailed and a company flight plan was filed for the local flight. The flight originated from the Honolulu International Airport (HLN), Honolulu, about 0935.
The pilot reported to the National Transportation Safety Board (NTSB) investigator-in-charge, that while in cruise flight over Ford Island, he felt a vibration followed by a grinding noise. Shortly after, the pilot heard a loud bang, scanned the instrument panel and saw that the engine instruments indicated the engine was still running, however, rotor rpm decreasing. The pilot initiated an auto rotation to a grassy area near Contemplation Circle at the World War II Valor in the Pacific National Monument. As the pilot neared his intended landing area, he observed multiple people within the area. The pilot stated he initiated a left pedal turn, attempting to land close to the shoreline. Subsequently, the helicopter descended rapidly into the water, about 20 feet from the shoreline.
Witnesses located at various locations at the World War II Valor in the Pacific National Monument reported observing the helicopter near their location traveling at a low altitude before it suddenly descended into the water.
Examination of the accident site revealed that the helicopter was submerged in about 40 feet of water, about 20 feet from the shoreline. The helicopter was removed from the water the day following the accident and was subsequently rinsed with fresh water. All major structural components of the helicopter were recovered. The wreckage was moved to a secure location for further examination.
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he felt a vibration followed by a grinding noise. Shortly after, the pilot heard a loud bang, scanned the instrument panel and saw that the engine instruments indicated the engine was still running, however, rotor rpm decreasing
Turning into a really boring thread by wannabes
So what is the short story...Forward coupling of ET driveshaft had no grease or teletemps and failed due overheating and mechanical self destruction? A pilot wouldn't know there was no grease in the coupling (unless the seal was leaking), but would/should know as part of pre-flight inspection that the teletemps were missing. And with no teletemps on the coupling the aircraft should have been grounded for further investigation. Right?
Sounds like the pilot should've been asking questions long before this flight. Expired straps, reused hardware when installing parts, no documentation, half filled out logbooks, negative component times on the paperwork...
... as a relatively inexperienced pilot, I guess he possibly didn't know any better - or if he did, he still would've been hard pressed to walk away from a turbine job.
I hope the new pilots reading this report can learn something from that.
... as a relatively inexperienced pilot, I guess he possibly didn't know any better - or if he did, he still would've been hard pressed to walk away from a turbine job.
I hope the new pilots reading this report can learn something from that.
A pilot wouldn't know there was no grease in the coupling
I found one in '97 that was split in such a fashion, with attendant grease spattering around the Txmsn well, that needed a driveshaft change. Another good reason for always wiping any grease or mess with a rag during the preflight, because any new stuff will show up in the postflight.
