UH-1H missing from Coffs Harbour 6th Sept 2019
The iPad installation does seem odd to me. Hardly in keeping with the facade of an original war bird. The instruments that would be behind the iPad in the original no doubt would be expensive to maintain or replace now (were they self contained in the original UH-1 or remotely connected to Tarsyn's?). And are they armoured crew seats, or replica armoured seats? Looks like they're stuffed with pink batts and not steel plates. No N2/NR indicator or HSI on the co-pilot side, so it's not a full-on 2 pilot instrumented ship. Not something I'd choose to be stooging around in bad weather at night.
It wouldn't be the first time that I haven't been able to see something right in front of me but where is the Heading Indicator on that panel?
Captainplugwash
I agree. Being held outside the control zone at Willy is a common occurrence.
Was the zone active at the time? If an IFR planned aircraft was arriving at the same time it would have most likely resulted in the VFR being held OCTA.
I agree. Being held outside the control zone at Willy is a common occurrence.
Was the zone active at the time? If an IFR planned aircraft was arriving at the same time it would have most likely resulted in the VFR being held OCTA.
Lots of variations to the Instrument Panel layouts but this is the Standard Panel that most old Hueys had in their Army Service.
https://duckduckgo.com/?q=Huey+Helic...%2FHuey-14.jpg
https://duckduckgo.com/?q=Huey+Helic...%2FHuey-14.jpg
Taking out an AH in any aircraft is playing with fire IMO. The Pilot of this aircraft may well have planned his trip to be conducted fully in day VMC. Un-forecast or un planned for head winds and before you know it you have a race with the sun. Failing light, blowing dust, gusty turbulent conditions and all of a sudden the AH is your best friend.
Everybody has been caught out at some stage.
No excuse for not landing and sitting it out but in so doing you are subject to an uncomfortable embarrassing night with your pissed off passengers.....There is a lot of pressure to keep going particularly when so close a place of comfort....in this case William Town.
Not saying that is what happened because I don’t know anymore than anyone else, but it sure doesn’t look to me like this helicopter should have been flying in the reported conditions.
Everybody has been caught out at some stage.
No excuse for not landing and sitting it out but in so doing you are subject to an uncomfortable embarrassing night with your pissed off passengers.....There is a lot of pressure to keep going particularly when so close a place of comfort....in this case William Town.
Not saying that is what happened because I don’t know anymore than anyone else, but it sure doesn’t look to me like this helicopter should have been flying in the reported conditions.
Part 132 of CASR sets out the requirements for limited category aircraft operations. It preserves the requirements under previous regulations (262AN and 262AM of the Civil Aviation Regulations 1988) but contains some important administrative and safety enhancements.
Overall, Part 132 sets out:
Overall, Part 132 sets out:
- the conditions under which various limited category aircraft operations may be conducted
- the responsibilities of persons involved in limited category aircraft operations
- the offences that relate to breaching the conditions for limited category aircraft operations.
- unapproved major modifications
- expired airframe fatigue life
- life limited components that have exceeded their life limits.
- an extra safety briefing at the point of sale for any adventure flight as well as before boarding
- limits to passenger numbers
- conditions for flights over populous areas.
It also permits the limited category aircraft with any of the following to be eligible for a limited category certificate for personal flights (not adventure flights for payment or reward) as long as these are not conducted over populous areas:
- unapproved major modifications
- expired airframe fatigue life
- life limited components that have exceeded their life limits.
Interesting point from a previous poster about North Sea Ops, compared to the winds on the night this happened.
At what wind speed would you consider not going flying in a UH-1H?
At what wind speed would you consider not going flying in a UH-1H?
Thread Starter
However we had rotor brakes, whereas the UH1 VH-UVC hasn't/hadn't. This should be factored in to any trip to ensure a safe shut down (and start up) can be achieved without blade sailing and TRDS/boom/MRB damage.
At what wind speed would you consider not going flying in a UH-1H?
Other factors would be what’s the urgency of the mission? Deliver your mates to Sydney?
As the manufacturers aren’t likely to be around any more, a major modification might be a positive one, Ike a turbine replacing a radial.
It may be time expired in terms of what the manufacturer says, however as far as the industry, engineers and experts say, it may be fine.
It’s not the wind speed I would be concerned with in teetering head helicopter but the gusts and severe turbulence.
Combine poor references and severe turbulence and a bad mast bumping event is a distinct possibility.
The age of the helicopter might be a factor in turning mast bumping into rotor separation.
It it would explain the sudden disappearance from radar.
Combine poor references and severe turbulence and a bad mast bumping event is a distinct possibility.
The age of the helicopter might be a factor in turning mast bumping into rotor separation.
It it would explain the sudden disappearance from radar.