Helicopter down outside Leicester City Football Club
I've inspected dozens of rotor blade birdstrikes and one thing is common, you will always find bird remains on all the blades. Looking at the photo of the tail rotor on the ground, there are no bird remains at all.
Fair point! A goose- "explosion" would probably indeed have been visible in the video although the tail rotor will likely not generate quite the same effect as the main rotor..
The blade at 12 o'clock in picture has what appears to be feathers/remains on the leading edge
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He added: 'Pilots are trained for this. It is survivable with the appropriate technique. It shouldn't be catastrophic'.
But aviation expert Jim Rowlands, a former RAF Puma crew member, told The Sun: 'There's no real coming back from that. The only way is down.
'The pilot has clearly done an incredible job, really'
But aviation expert Jim Rowlands, a former RAF Puma crew member, told The Sun: 'There's no real coming back from that. The only way is down.
'The pilot has clearly done an incredible job, really'
Zero Airspeed Auto with pedal turns.....normal part of every CoA Airtest on Bell 212's for sure.
Zero Airspeed Auto with pedal turns.....normal part of every CoA Airtest on Bell 212's for sure
UK CAA Certificate of Airwothiness Test Flight Requirement.
The CAA had some interesting requirements for the CoA.
The CAA had some interesting requirements for the CoA.
Cyclic - it was 90 degrees to the right to check TR rigging in low speed (below 30 kts) auto, but you are right, it wasn't very comfortable
Myra - agreed, if he was doing the same confined area departure as in the 139 he would have an extra load on the TR by being cocked off to the left in order to keep the LS in sight - but why the removal of that yaw input at TDP would then cause a failure escapes me.
Myra - agreed, if he was doing the same confined area departure as in the 139 he would have an extra load on the TR by being cocked off to the left in order to keep the LS in sight - but why the removal of that yaw input at TDP would then cause a failure escapes me.
If I'm not very mistaken it can't possibly be a TR failure as many are suggesting because G-VSKP was clockwise-rotored (tail-rotor on right, unlike G-LCFC which appears in some pics) and the spiral down was in the direction of TR being the main force. So as others have mentioned issues such as TR hardover or main rotor vortex ring state are possible.
Vortex ring wouldn't cause that effect, it would just simply plummet.
If I'm not very mistaken it can't possibly be a TR failure as many are suggesting because G-VSKP was clockwise-rotored (tail-rotor on right, unlike G-LCFC which appears in some pics) and the spiral down was in the direction of TR being the main force. So as others have mentioned issues such as TR hardover or main rotor vortex ring state are possible.
All the AW 1*9 family have puller TR on the right hand side and all have MR rotation anti-clockwise when viewed from above.
Simple question for my betters:
Would a lift into a low hover transitioning into a more 'horizontal' take off be inherently safer than a departure like this one? (Given a suitable obstacle free 'runway'/take off path....)
And would a suitable take off run have been available outside the stadium?
Would a lift into a low hover transitioning into a more 'horizontal' take off be inherently safer than a departure like this one? (Given a suitable obstacle free 'runway'/take off path....)
And would a suitable take off run have been available outside the stadium?
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VR may not cause that effect, but if in VR with no TR drive I'm sure it would rotate. I should think this incident could well have entered VR on the way down without tail rotor drive. It had a high ROD and drifted down wind. We don't know about the power setting yet...
Avoid imitations
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Simple question for my betters:
Would a lift into a low hover transitioning into a more 'horizontal' take off be inherently safer than a departure like this one? (Given a suitable obstacle free 'runway'/take off path....)
And would a suitable take off run have been available outside the stadium?
Would a lift into a low hover transitioning into a more 'horizontal' take off be inherently safer than a departure like this one? (Given a suitable obstacle free 'runway'/take off path....)
And would a suitable take off run have been available outside the stadium?