Kansas City Police helicopter city street EOL
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Kansas City Police helicopter city street EOL
Kansas City Police helicopter makes emergency landing
KCPD statement:
KANSAS CITY, MO (KCTV) -
The Kansas City Police Department’s helicopter made an emergency landing Wednesday night.
Police say the helicopter landed just before 8:30 p.m. on the intersection of Independence and Elmwood avenues.
KCTV5 spoke to a couple of young girls who were just getting out of church when they saw the helicopter up above.
"I was so scared," said Melanie Valdes, 13. "I thought it was going to hit the church; like fall on us. I was really scared. But when they told us no one was injured, we were like, all relieved and fine."
"They say that it was surprising because it didn't get any wires," said Jimena Ponce, 12. "And no one was hurt."
The pilots landed the helicopter upright. Police said a mechanical problem with the helicopter forced the emergency landing.
The intersections of Spruce to Van Brunt on Independence Avenue were closed.
The Kansas City Police Department’s helicopter made an emergency landing Wednesday night.
Police say the helicopter landed just before 8:30 p.m. on the intersection of Independence and Elmwood avenues.
KCTV5 spoke to a couple of young girls who were just getting out of church when they saw the helicopter up above.
"I was so scared," said Melanie Valdes, 13. "I thought it was going to hit the church; like fall on us. I was really scared. But when they told us no one was injured, we were like, all relieved and fine."
"They say that it was surprising because it didn't get any wires," said Jimena Ponce, 12. "And no one was hurt."
The pilots landed the helicopter upright. Police said a mechanical problem with the helicopter forced the emergency landing.
The intersections of Spruce to Van Brunt on Independence Avenue were closed.
KCPD statement:
After helping police on the ground find a homicide suspect from another city hiding near Parkville, our helicopter had a mechanical problem that forced the officers/FAA-certified pilots to make an emergency landing Wednesday night, Aug. 3. The pilot was able to bring the chopper down safely on one of Kansas City's busier streets: Independence Avenue. A nearby business provided us with this video of the landing. We're so glad the officers and everyone on the ground were safe!
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Good job boys.....just one thing, ya wouldn't be running it on Up North in the Boreal Forest. Pretty much every emergency to the ground taught zero airspeed on touch down. Be nice to have the luxury of paved "autobahn". Seriously, pleased it ended good, quite a bit of time in 500E, I can relate the auto characteristics!!!!!
Looks like the engine was still running...
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Are there situations on a 500 where you might do an auto with the engine set back at idle? (Governor, oil pressure etc)?
Are there situations on a 500 where you might do an auto with the engine set back at idle?
here's an AB that explains it: https://www.casa.gov.au/file/79386/d...token=zml52uhP
This thread had lapsed, so sorry to just now add my comment. I was likely the first here to know of this, being this happened close to home, but I wanted to get first-hand info before posting. I am acquainted with the pilots in the KCPD helicopter unit, some fairly well, and one is a good friend. We met recently, so I got a fair idea of the happenings. My friend is one of the instructors in the unit. They train internally from zero-time, starting with existing officers on the force. The CFIs go to the MD factory for training. The goal is commercial certificates with IR.
There were two on board, both pilots, "K" with about 5 years/2000 hours, the other "B", a FW pilot who will soon be ready for a RW checkride. My friend says "K" is the future of the unit, very professional, studious, observant, etc., and is also working toward a CFI certificate. I'm well acquainted with him, and he's also a calm, in-control guy, not readily rattled, and a very friendly guy, too. They were on routine patrol, about 800AGL, when there was a power loss. My understanding is gages were heading down toward bad numbers. With the collective bottomed, the gages came back up. At this point, there had been an estimated 300 foot loss. When pitch was pulled again, the behavior was the same, a loss of power. The pilot realized that he wasn't going to be able to nurse it home (about 4 miles) and went into auto-mode with the intent of landing. "B" made a low-key radio call that they were going down.
The next day, "K" related very good detail and recollection. He had asked the PNF if he had changed anything, touched the throttle, etc. and was assured that he had not. He thinks the whole experience lasted about 25 seconds. Fareastdriver noted the landing on the wrong side of the road, and it happens that it was a deliberate choice by "K" due to the moving obstacles on the "runway".
The approximate conditions were clear, mid-evening (still decent daylight), ISA+18, about 3500 DA. I believe they landed east, as the wind was easterly that day, though it probably wasn't much, with buildings and trees around, and evening. That may have contributed to the run-on.
The PD does a great amount of auto training, both run-on and zero groundspeed, to the ground. (I haven't asked about average lifespan of skid shoes.) They do it with throttle rolled back, and throttle left alone. I would think that as much as you can possibly train, it never simulates closely enough, and there must be a second or two of disbelief with a real power loss, as the Nr drops. BTW, regarding a long-running thread, the pilot did use the back-cyclic technique, not just dumping the pole.
The maintenance personnel haven't found any problems, nor could they reproduce the behavior on the ground.
My friend hovered it for 45 minutes, then flew it another 90. The best guess is the governor went on holiday.
A goofy sidenote, the ground officers responding put caution tape around the bird and closed streets. An inebriated driver came by, thought nothing odd about the whole scene, and tried to drive around it.
He got a complimentary ride to jail.
If I hear anything new and important, I'll post it. I'm certain all involved want to know "why".
There were two on board, both pilots, "K" with about 5 years/2000 hours, the other "B", a FW pilot who will soon be ready for a RW checkride. My friend says "K" is the future of the unit, very professional, studious, observant, etc., and is also working toward a CFI certificate. I'm well acquainted with him, and he's also a calm, in-control guy, not readily rattled, and a very friendly guy, too. They were on routine patrol, about 800AGL, when there was a power loss. My understanding is gages were heading down toward bad numbers. With the collective bottomed, the gages came back up. At this point, there had been an estimated 300 foot loss. When pitch was pulled again, the behavior was the same, a loss of power. The pilot realized that he wasn't going to be able to nurse it home (about 4 miles) and went into auto-mode with the intent of landing. "B" made a low-key radio call that they were going down.
The next day, "K" related very good detail and recollection. He had asked the PNF if he had changed anything, touched the throttle, etc. and was assured that he had not. He thinks the whole experience lasted about 25 seconds. Fareastdriver noted the landing on the wrong side of the road, and it happens that it was a deliberate choice by "K" due to the moving obstacles on the "runway".
The approximate conditions were clear, mid-evening (still decent daylight), ISA+18, about 3500 DA. I believe they landed east, as the wind was easterly that day, though it probably wasn't much, with buildings and trees around, and evening. That may have contributed to the run-on.
The PD does a great amount of auto training, both run-on and zero groundspeed, to the ground. (I haven't asked about average lifespan of skid shoes.) They do it with throttle rolled back, and throttle left alone. I would think that as much as you can possibly train, it never simulates closely enough, and there must be a second or two of disbelief with a real power loss, as the Nr drops. BTW, regarding a long-running thread, the pilot did use the back-cyclic technique, not just dumping the pole.
The maintenance personnel haven't found any problems, nor could they reproduce the behavior on the ground.
My friend hovered it for 45 minutes, then flew it another 90. The best guess is the governor went on holiday. A goofy sidenote, the ground officers responding put caution tape around the bird and closed streets. An inebriated driver came by, thought nothing odd about the whole scene, and tried to drive around it.
He got a complimentary ride to jail.If I hear anything new and important, I'll post it. I'm certain all involved want to know "why".
Tell K he did a good job - power loss over an urban area at low altitude is not a place you want to be, so to survive it with the aircraft intact is excellent.
crab and Wageslave~
The nature of their police work often means low and slow, an awful place to be over congested areas. As I live but a mile from the helipad, I often see them flying nearby, and say a quiet prayer for a safe flight. When I could afford to regularly fly helicopters (I'm a PPL and would rent), I flew a little higher, and was looking for a landing spot as much as for other air traffic, especially as I was flying the low-inertia R22. I think this police flight ended well due to the great emphasis they put on practicing autos, and therefore muscle-memory. Did good luck help? Maybe, but hard to quantify. On modern single-engine machines, whether turbine or piston, power loss is uncommon. Of course, if it's one-in-a-million, and you pull the one straw, the odds are meaningless. I don't know one could say that training can compensate for lacking a second donk, but being prepared and expectant could only help, regardless if you're driving a helicopter or locomotive.
chopjock~
I do remember my CFI friend saying that the throttle was checked open. I don't know about the pump, I'll see if I can find out.
The nature of their police work often means low and slow, an awful place to be over congested areas. As I live but a mile from the helipad, I often see them flying nearby, and say a quiet prayer for a safe flight. When I could afford to regularly fly helicopters (I'm a PPL and would rent), I flew a little higher, and was looking for a landing spot as much as for other air traffic, especially as I was flying the low-inertia R22. I think this police flight ended well due to the great emphasis they put on practicing autos, and therefore muscle-memory. Did good luck help? Maybe, but hard to quantify. On modern single-engine machines, whether turbine or piston, power loss is uncommon. Of course, if it's one-in-a-million, and you pull the one straw, the odds are meaningless. I don't know one could say that training can compensate for lacking a second donk, but being prepared and expectant could only help, regardless if you're driving a helicopter or locomotive.
chopjock~
I do remember my CFI friend saying that the throttle was checked open. I don't know about the pump, I'll see if I can find out.
Followup for those that operate the type. My good friend just retired from the PD, so I'm not going to be getting the inside scoop as much. I did ask about the final outcome. Seems the maintenance guys did find a mechanical problem with the governor. After a trip to the rebuild shop, the aircraft has not had another burp.
Several weeks ago, K and B got commendations for not breaking anything in the forced landing. B reckoned his commendation was actually for not $hitting his pants on the way down.
Several weeks ago, K and B got commendations for not breaking anything in the forced landing. B reckoned his commendation was actually for not $hitting his pants on the way down.
Last edited by rotorfan; 23rd May 2019 at 23:54.
