Helicopter down outside Leicester City Football Club
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 😱😱
the BO105 had zero performance and a strange reliance with Allison engines 😱😱
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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?
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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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. 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?
2. Yes.
Avoid imitations
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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.
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.
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 ����
the BO105 had zero performance and a strange reliance with Allison engines ����
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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?
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?
Yes. T/R cables can fail causing a predefined pitch to be introduced allowing a degree of control rather than a hard over control.
TR control malfunctions never cause loss of control of the helicopter. Not to the extent we saw in the video.
I was a very bad influence upon young Griffo!
I shall accept some blame for his lapse......not a lot but some!
I shall accept some blame for his lapse......not a lot but some!
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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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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.
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.
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".
Anyone else!?
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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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.
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.
in the 169 variable tdp procedure you keep the point in sight between your pedals
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Originally Posted by [email protected]
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
AW169 QRH - The G&E H/H variable TDP consists of a slow (less than 300 fpm) climb above the take off surface maintaining the centre of the take off surface in sight between the yaw pedals up to TDP. The pilot then rotates to transition to forward flight and into the climb