HAA Ec135 accident in NC all survived 10th March 2023
Thread Starter
ELT comment, AMC had an AStar go down in 2015. ELT did not activate and if I recall around the same time frame +- a Canadian air ambulance had an ELT fail to activate.
Cant recall the NTSB findings but the AMC ELT tested ok, placement in the acct was thought to be an issue
Cant recall the NTSB findings but the AMC ELT tested ok, placement in the acct was thought to be an issue
ACR Electronics Issued ELT System SB (Service Bulletin) SB1000, on January 14, 2019. This was followed up by an FAA SAIB (Special Airworthiness Information Bulletin) on June 18, 2019 and an EASA AD (Airworthiness Directive) on September 21, 2019. All of these Notices call for the replacement of the original non-hermetically sealed G-Switch on an ARTEX ELT with an updated hermetically sealed G-Switch.
The issue behind all these notice is an airworthiness concern about the ELT not transmitting its alert and distress location signals in the case of an accident, due to a non-functioning G-switch. ELTs located in high vibration environments, such as the tail of a helicopter, could have its acceleration sensor deteriorate after having been subjected to high levels of shock and vibration.
The issue behind all these notice is an airworthiness concern about the ELT not transmitting its alert and distress location signals in the case of an accident, due to a non-functioning G-switch. ELTs located in high vibration environments, such as the tail of a helicopter, could have its acceleration sensor deteriorate after having been subjected to high levels of shock and vibration.
An EC135 of that vintage would not normally have HTAWS fitted as standard ex factory and as quoted in Aerossurance article it was not verified. Probably dual Garmin 430's or 530/430 combo.
Seems that he lost anti-torque with the initial tree impact and as I quoted earlier the Fenestron blades don't show rotational damage with the structure. Clipped off the driveshaft with the MR blades?
As to the ELT not going off, even though mandated, ELT's historically don't actually work that well when needed. Statistically it is less than 50% for all reasons. Pro-active tracking beats it hands down and preferably satellite based. ADELT is just as poor or worse. And a ULB has no case for safety of life in the short term.
It is expected to work "after" the fact which is the key. It is pretty easy to make one "not work". Dodgy "G" switches (common), antenna broke off (common), a little bit of water over the antenna....................
As to the "urgency" of checking the records, my experience is that most inspections apart from major ones have a leeway in the MM of roughly 10 percent and the aircraft is unlikely to spontaneously turn into a pumpkin if exceeded.
Hard to comprehend the actions and priorities and I suppose the "real" root cause may never surface?
Seems that he lost anti-torque with the initial tree impact and as I quoted earlier the Fenestron blades don't show rotational damage with the structure. Clipped off the driveshaft with the MR blades?
As to the ELT not going off, even though mandated, ELT's historically don't actually work that well when needed. Statistically it is less than 50% for all reasons. Pro-active tracking beats it hands down and preferably satellite based. ADELT is just as poor or worse. And a ULB has no case for safety of life in the short term.
It is expected to work "after" the fact which is the key. It is pretty easy to make one "not work". Dodgy "G" switches (common), antenna broke off (common), a little bit of water over the antenna....................
As to the "urgency" of checking the records, my experience is that most inspections apart from major ones have a leeway in the MM of roughly 10 percent and the aircraft is unlikely to spontaneously turn into a pumpkin if exceeded.
Hard to comprehend the actions and priorities and I suppose the "real" root cause may never surface?
FH,
Seems a very harsh thing to say about a Pilot involved in an accident UNLESS you can provide some basis to feel free to say such a thing.
Exactly what do you base your comment upon.....as unless you have a provable source handy....you might find yourself liable for some repercussions.
What you describe might turn out to be the case.....but nothing seen in this Thread supports your allegation.
Care to elaborate on this?
Seems a very harsh thing to say about a Pilot involved in an accident UNLESS you can provide some basis to feel free to say such a thing.
Exactly what do you base your comment upon.....as unless you have a provable source handy....you might find yourself liable for some repercussions.
What you describe might turn out to be the case.....but nothing seen in this Thread supports your allegation.
Care to elaborate on this?
EC135 Air Ambulance CFIT when Pilot Distracted Correcting Tech Log Errors - Aerossurance
PIC: "Coming back heads up, I saw that we were rapidly approaching the tree covered peak of a mountain. There was no doubt in my mind that impact was imminent. I hauled back on the cyclic to affect a max rate climb. Nearly simultaneously, the undercarriage of the aircraft and tail boom struck several trees with the sound and force expected when those two objects collide at 132 kts."
You could get off your high horse and say "Hey, you were right!" But I know you won't.
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"Plugged in....." how about clairvoyant as the NTSB Accident Report was not released until 6 June 23 and you were banging on about it in March.....just about three months ahead of the NTSB Report.
I made this post on 14 March 23 and now you finally get around to replying and do so in the manner you have......you must spend a lot of time at other sites I suppose.
So why the almost three. month delay in making a comment?
I made this post on 14 March 23 and now you finally get around to replying and do so in the manner you have......you must spend a lot of time at other sites I suppose.
FH,
Seems a very harsh thing to say about a Pilot involved in an accident UNLESS you can provide some basis to feel free to say such a thing.
Exactly what do you base your comment upon.....as unless you have a provable source handy....you might find yourself liable for some repercussions.
What you describe might turn out to be the case.....but nothing seen in this Thread supports your allegation.
Care to elaborate on this?
Seems a very harsh thing to say about a Pilot involved in an accident UNLESS you can provide some basis to feel free to say such a thing.
Exactly what do you base your comment upon.....as unless you have a provable source handy....you might find yourself liable for some repercussions.
What you describe might turn out to be the case.....but nothing seen in this Thread supports your allegation.
Care to elaborate on this?
So why the almost three. month delay in making a comment?
ELTs statistically fail to activate in ~20% of accidents. HTAWS were mandated since 2014. It would be interesting to know what type of system was installed and if alerting was disabled.
The elephant in the room is WHY the pilot thought it necessary to check the maintenance log at such a critical point of the flight?
Possibly, due to the accumulated flight time for the day, the pilot feared he could/did overfly an inspection and may have been "check-boxing" it (see my explanation here). The FAA is willfully ignorant of how it causes accidents.
Just my opinion.
The elephant in the room is WHY the pilot thought it necessary to check the maintenance log at such a critical point of the flight?
Possibly, due to the accumulated flight time for the day, the pilot feared he could/did overfly an inspection and may have been "check-boxing" it (see my explanation here). The FAA is willfully ignorant of how it causes accidents.
Just my opinion.
That's what it says in FH1100's linked report - the pilot was asked by his Ops to check the tech log as they were concerned they might have overflown or be about to overfly an inspection.
However, who but an idiot would choose to do that at night in skoshie weather at a deliberately selected cruise altitude below the highest obstacle en route? And not bother to put on his NVIS, rather leaving them on the seat beside him.
Either the whole tech log thing is a red herring to disguise the pressonitis actions of someone who shouldn't be in a cockpit or just the actions of someone who shouldn't be in a cockpit.
However, who but an idiot would choose to do that at night in skoshie weather at a deliberately selected cruise altitude below the highest obstacle en route? And not bother to put on his NVIS, rather leaving them on the seat beside him.
Either the whole tech log thing is a red herring to disguise the pressonitis actions of someone who shouldn't be in a cockpit or just the actions of someone who shouldn't be in a cockpit.
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In the “old” days you flew and after the flight you made the numbers… and maybe said “oops” once in an while and that was about it. Now tell me which method was more safe? 🤔
ELTs statistically fail to activate in ~20% of accidents. HTAWS were mandated since 2014. It would be interesting to know what type of system was installed and if alerting was disabled.
The elephant in the room is WHY the pilot thought it necessary to check the maintenance log at such a critical point of the flight?
.
The elephant in the room is WHY the pilot thought it necessary to check the maintenance log at such a critical point of the flight?
.
Also agree on which HTAWS system was installed. As noted, it could have been the GNS 430 or 530 on board system. I wonder if it had annunciators, aural warnings. And if it was easy to identify which box (assuming it was a GNS) had the system activated.
As for the elephant, the other two points are minor compared to that one....
EC-135 HEMS (SPIFR) Base Aviation ManagerEC-135 HEMS (SPIFR) Base Aviation Manager
Med-Trans Corporation · Full-timeMed-Trans Corporation · Full-time Sep 2017 - Apr 2023 · 5 yrs 8 mosSep 2017 - Apr 2023 · 5 yrs 8 mos Andrews, NCAndrews, NC
Med-Trans Corporation · Full-timeMed-Trans Corporation · Full-time Sep 2017 - Apr 2023 · 5 yrs 8 mosSep 2017 - Apr 2023 · 5 yrs 8 mos Andrews, NCAndrews, NC
- Ended an amazing time with a fabulous company. I do not have a single negative thing to say about the phenomenal professionals with whom I worked day in and day out. I will truly miss the people, the mission, and the opportunities. Fair winds and following seas.
