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Helicopter down outside Leicester City Football Club

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Helicopter down outside Leicester City Football Club

Old 5th Nov 2018, 14:43
  #581 (permalink)  
 
Join Date: Jul 2007
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Originally Posted by aegir View Post
It seems the Aw169 was grounded by Leonardo due to "tail rotor shaft problem".
Anyone can confirm this rumor?
It's not fleet-wide if there is one. There are examples currently showing up on FR24.
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Old 5th Nov 2018, 15:16
  #582 (permalink)  
 
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It would appear from reading the local paper that ISSC were looking for a reason to take their scheduled service offline......
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Old 5th Nov 2018, 15:29
  #583 (permalink)  
 
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Originally Posted by KarlADrage View Post
It's not fleet-wide if there is one. There are examples currently showing up on FR24.
No ADs on type since September:

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Old 5th Nov 2018, 15:38
  #584 (permalink)  
 
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Non pilot question. I (think) I understand the need for the yaw to port so the pilot can keep line of sight with his departure point.
Once he yaws back to starboard and loses sight of his departure point, is this part of the TDP (ie, he is now committed to generating some airspeed), and at this point when he yaws round to his intended departure route, has he ceased climbing?

Hope you guys are ok with layman questions of this nature.
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Old 5th Nov 2018, 16:53
  #585 (permalink)  
 
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Back in the day, we would have taxied down to one goal and charged at the other with a zoom climb...
the BO105 had zero performance and a strange reliance with Allison engines 😱😱
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Old 5th Nov 2018, 17:13
  #586 (permalink)  
 
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Originally Posted by griffothefog View Post
Back in the day, we would have taxied down to one goal and charged at the other with a zoom climb...
the BO105 had zero performance and a strange reliance with Allison engines 😱😱
If you went diagonal corner to corner you would have an extra 20m or so...
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Old 5th Nov 2018, 17:20
  #587 (permalink)  
 
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"If you went diagonal corner to corner you would have an extra 20m or so..."


...and at some grounds, a nice gap in the corner between the stands.
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Old 5th Nov 2018, 18:35
  #588 (permalink)  
 
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Two innocent questions from a bystander:
1. For how long can you remain static beating a hole in the air before it becomes a problem?
2. Is it possible for mechanical failure other than TR drive failure to cause a spin? That's to say pedal linkage failure for example?
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Old 5th Nov 2018, 19:36
  #589 (permalink)  
 
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Originally Posted by Flying Palm Tree View Post
Two innocent questions from a bystander:
1. For how long can you remain static beating a hole in the air before it becomes a problem?
2. Is it possible for mechanical failure other than TR drive failure to cause a spin? That's to say pedal linkage failure for example?
1. Police helicopters spend a great deal of time in very high OGE hovers without problems, day and night.
2. Yes.
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Old 5th Nov 2018, 19:48
  #590 (permalink)  

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Originally Posted by bumpthump View Post
Non pilot question. I (think) I understand the need for the yaw to port so the pilot can keep line of sight with his departure point.
Once he yaws back to starboard and loses sight of his departure point, is this part of the TDP (ie, he is now committed to generating some airspeed), and at this point when he yaws round to his intended departure route, has he ceased climbing?

Hope you guys are ok with layman questions of this nature.
Bumpthump, During a Class 1 departure, the pilot doesn't "yaw round to his intended departure route". The aircraft is flown straight ahead until the second phase of the departure profile is completed, which involves lowering the nose, gaining some forward airspeed then climbing ahead. The aircraft is then turned in balanced flight in the climb onto the desired heading.
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Old 5th Nov 2018, 20:31
  #591 (permalink)  
 
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Back in the day, we would have taxied down to one goal and charged at the other with a zoom climb...
the BO105 had zero performance and a strange reliance with Allison engines ����
Heresy....Heresy.....how dare you mention such a thing!
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Old 5th Nov 2018, 20:38
  #592 (permalink)  
 
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Originally Posted by Flying Palm Tree View Post
Two innocent questions from a bystander:
1. For how long can you remain static beating a hole in the air before it becomes a problem?
2. Is it possible for mechanical failure other than TR drive failure to cause a spin? That's to say pedal linkage failure for example?
Engines are rated to provide different power settings over prescribed time intervals. An example being 1 hour power and another being Max Continuous.
Yes. T/R cables can fail causing a predefined pitch to be introduced allowing a degree of control rather than a hard over control.
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Old 5th Nov 2018, 20:48
  #593 (permalink)  
 
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Originally Posted by SASless View Post
Heresy....Heresy.....how dare you mention such a thing!
He said it...I was just thinking it.
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Old 5th Nov 2018, 20:50
  #594 (permalink)  
 
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Originally Posted by Flying Palm Tree View Post
Two innocent questions from a bystander:
2. Is it possible for mechanical failure other than TR drive failure to cause a spin? That's to say pedal linkage failure for example?
TR control malfunctions never cause loss of control of the helicopter. Not to the extent we saw in the video.
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Old 5th Nov 2018, 22:21
  #595 (permalink)  
 
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I was a very bad influence upon young Griffo!

I shall accept some blame for his lapse......not a lot but some!
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Old 5th Nov 2018, 23:15
  #596 (permalink)  
 
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I believe a service bulletin emergency alert has just been issued by Leonardo. Assuming what I just received is legit, inspections to the back area of the TR servo-actuator required to be carried out within next 5 flying hours or one day, whichever sooner, following an in service event. "Incorrect installation may lead to loss of TR control".
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Old 5th Nov 2018, 23:19
  #597 (permalink)  
 
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Originally Posted by gulliBell View Post
TR control malfunctions never cause loss of control of the helicopter. Not to the extent we saw in the video.
I think that's incorrect. The S92 incident at the Franklin platform was loss of tail rotor control due to servo issue?
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Old 5th Nov 2018, 23:54
  #598 (permalink)  
 
Join Date: Apr 2009
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Originally Posted by ShyTorque View Post
Bumpthump, During a Class 1 departure, the pilot doesn't "yaw round to his intended departure route". The aircraft is flown straight ahead until the second phase of the departure profile is completed, which involves lowering the nose, gaining some forward airspeed then climbing ahead. The aircraft is then turned in balanced flight in the climb onto the desired heading.
Thanks for the explanation. That makes perfect sense,and aligns with my years of N Sea passenger experience,...although I have never been involved in that kind of take off personally.
That being the case, was there an operational reason for the (controlled?) yaw to starboard immediately prior to the incident?

Apologies again if the questions appear inane. In no way am I trying to “solve the mystery” in my own head. Having been a passenger in commercial helicopters for 40 years, the insights here are an education in themselves, and help me to gain some understanding of what was a significant part of my life for so long.
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Old 6th Nov 2018, 05:41
  #599 (permalink)  
 
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Originally Posted by simfly View Post
I believe a service bulletin emergency alert has just been issued by Leonardo. Assuming what I just received is legit, inspections to the back area of the TR servo-actuator required to be carried out within next 5 flying hours or one day, whichever sooner, following an in service event. "Incorrect installation may lead to loss of TR control".
Haven't seen it (yet?). Last I have on record dates Oct 22nd.
Anyone else!?
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Old 6th Nov 2018, 06:08
  #600 (permalink)  
 
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Bumpthump - at TDP, if using the AW confined area profile, the yaw offset to provide sight of the LS is taken out as the nose is pushed forwards to gain speed. thereafter it is as Shytorque says
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