Norways first AW101 on its side
Sometimes pilots don't physically monitor the controls, especially on the ground, and insidious movement, pehaps caused by a sticky trim switch or malfunctioning parallel actuator, might catch the unwary.
Dauphne auto piot is a class example and led to fatalities . It inches the disk lower at the front and the disk you walked out of safely takes your head off when you return. ALWAYS approach and leave a dauphne from the side.
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Agreed, but you'd be surprised how frequently we see pilots of all experience levels making this error - both on the ground and in the air. Perhaps the capability and reliability of modern autopilot systems, which can encourage pilots to operate routinely 'hands off', has a lot to do with this.
Dauphne auto piot is a class example and led to fatalities . It inches the disk lower at the front and the disk you walked out of safely takes your head off when you return. ALWAYS approach and leave a dauphne from the side.
Im an engineer that had the misfortune to spanner Dauphanes The disk motoring forward was demonstrated to me after I walked into the disk from the front. The fatality was the Dubai Incident.
It doesn't just do it by itself - it has to be assisted by a pilot who doesn't know his AP system.
2 options - disengage the AP after you land or depress the trim release to recentre the actuators - then the disc won't move.
2 options - disengage the AP after you land or depress the trim release to recentre the actuators - then the disc won't move.
Well the incident in Dubai killed the operating Pilot. He got out rotors running to assist the passengers and walked into the blades on his return. I believe it was some time before he was found. Helicopter still running as if nothing was wrong.
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Can you give more information on this? Which year and which company?
Well the incident in Dubai killed the operating Pilot. He got out rotors running to assist the passengers and walked into the blades on his return. I believe it was some time before he was found. Helicopter still running as if nothing was wrong.
Originally Posted by [email protected]
And you want to blame the aircraft for that???????
Any AP with attitude hold functions can do this, its not unique to the Dauphin - if you don't redatum the AP by using the trim release or by beeping to a new datum or just disengaging the AP, the computer will go into an open loop condition and motor the disc to try and give you the attitude you last demanded of it.
Normally you would expect that it would try to regain the hover attitude if you haven't redatumed it and that would usually make the cyclic and the disc beep back/up at the front so if the AP was at fault in the Dubai incident then the pilot must have done something very odd with the AP.
Normally you would expect that it would try to regain the hover attitude if you haven't redatumed it and that would usually make the cyclic and the disc beep back/up at the front so if the AP was at fault in the Dubai incident then the pilot must have done something very odd with the AP.
Originally Posted by [email protected]
Any AP with attitude hold functions can do this, its not unique to the Dauphin - if you don't redatum the AP by using the trim release or by beeping to a new datum or just disengaging the AP, the computer will go into an open loop condition and motor the disc to try and give you the attitude you last demanded of it.
Normally you would expect that it would try to regain the hover attitude if you haven't redatumed it and that would usually make the cyclic and the disc beep back/up at the front so if the AP was at fault in the Dubai incident then the pilot must have done something very odd with the AP.
Normally you would expect that it would try to regain the hover attitude if you haven't redatumed it and that would usually make the cyclic and the disc beep back/up at the front so if the AP was at fault in the Dubai incident then the pilot must have done something very odd with the AP.
Anyway, getting kind of off topic here... or maybe not, depending on what the Norgie report says
Normal practice used to be to disconnect the AP after landing. Controls should always be covered by one crew member while anyone is near or under the disc. Is this still procedure or has it changed?
There is no need (and no SOP) to disconnect AP lower modes after landing on the 92. ATT mode deselects automatically.
The 225 I believe even has a disc centring button on the cyclic for ground use, which would imply to me that the parallel actuators of the AP are still in play.
Not aware of SOP for the AW101.
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EH101s in the headlines?
Very unfortunate accident in Norway, but I had heard there was an incident or an accident involving a large heli in KSA a couple of week's ago? Anyone know if it was an EH101 too? Are they linked?
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Although the 101 is somewhat older tech, there’s a fair chance it’s similar.