HAA fatal, Air Evac Oklahoma 1-21-24
Quote from local news source
Air Evac Lifeteam is heartbroken to report that three crew members have perished in an incident that occurred on Saturday, January 20. At 11:23 pm local time AEL’s Operations Control Center (OCC) lost contact with the aircraft, a Bell 206L3 with call sign N295AE. The crew is based out of Weatherford, OK, and was returning to base after completing a patient care transport in Oklahoma City when the OCC lost contact with them.
More information here.
https://aviation-safety.net/wikibase/351081
Air Evac Lifeteam is heartbroken to report that three crew members have perished in an incident that occurred on Saturday, January 20. At 11:23 pm local time AEL’s Operations Control Center (OCC) lost contact with the aircraft, a Bell 206L3 with call sign N295AE. The crew is based out of Weatherford, OK, and was returning to base after completing a patient care transport in Oklahoma City when the OCC lost contact with them.
More information here.
https://aviation-safety.net/wikibase/351081
Last edited by nomorehelosforme; 21st Jan 2024 at 16:13.
Where's the main rotor?
Localized wreckage, no spread.
nearby, looks like the tail got chopped, don't know if the MR did that.
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In the photo of the main rotor all of the white objects appear to be the same width. Could that be ice that shed off of the main rotor blades? I also see white objects on the leading edge near the blade root. Temperatures after day break would have probably prevented ice melt.
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In the photo of the main rotor all of the white objects appear to be the same width. Could that be ice that shed off of the main rotor blades? I also see white objects on the leading edge near the blade root. Temperatures after day break would have probably prevented ice melt.
Shared info from your post to a FB group.
The amateur accident investigators are out in full force.
Cheers
Albatross.
PS A lot of folks think that I am you because of your “Malabo” monicker. Anyone accuse you of being me? Funny that.
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I think you'll find that portion of blade pictured is from the blade portion still attached to the hub and the white debris in between them is the form core from that blade. And given there is no debris on either side of the hub and that blade portion and their distance from the main wreckage it unfortunately points to the MR assy departed in flight and the airframe continued on. Regardless, rumor is the other "missing" blade assy has been found some distance from the airframe and hub.
I think you'll find that portion of blade pictured is from the blade portion still attached to the hub and the white debris in between them is the form core from that blade. And given there is no debris on either side of the hub and that blade portion and their distance from the main wreckage it unfortunately points to the MR assy departed in flight and the airframe continued on. Regardless, rumor is the other "missing" blade assy has been found some distance from the airframe and hub.
Its my understanding the hub/blade portions are over 150 yards from airframe and the missing blade is over 500 yards from the hub/blade portion with no debris along the trail. And all the remaining parts are accounted for at the airframe site. But nothing confirmed.....
Straight and level at 1700' and 110 kts.
More VHA blade issues? 3 pax isn't exactly lightly loaded, so the infamous nodal beam interaction vertical hop probably wasn't at play. Personally I am still immensely uneasy at their certification without a dynamic load fatigue assessment. It doesn't appear that VHA does flawed specimens for fatigue testing either, which is more than head scratching. According to the TSB, C-GEBY blade failure was precipitated by aggressive loading conditions after engine failure on a fatigue damaged blade set (thought VHA vehemently disagrees).
More VHA blade issues? 3 pax isn't exactly lightly loaded, so the infamous nodal beam interaction vertical hop probably wasn't at play. Personally I am still immensely uneasy at their certification without a dynamic load fatigue assessment. It doesn't appear that VHA does flawed specimens for fatigue testing either, which is more than head scratching. According to the TSB, C-GEBY blade failure was precipitated by aggressive loading conditions after engine failure on a fatigue damaged blade set (thought VHA vehemently disagrees).
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The day of this accident, we had an unusually high pressure system over the area. In Eastern Texas and Louisiana we had altimeter settings of 30.56 and higher. That would cause transponder pressure altitudes to read 500-600 low on these readouts. With that adjustment, they would have been flying around 800-1000 feet AGL.
The day of this accident, we had an unusually high pressure system over the area. In Eastern Texas and Louisiana we had altimeter settings of 30.56 and higher. That would cause transponder pressure altitudes to read 500-600 low on these readouts. With that adjustment, they would have been flying around 800-1000 feet AGL.
Surely a standard encoding altimeter set to the QNH would give the correct altitudes to the Transponder anyway.
Originally Posted by [email protected]
Surely a standard encoding altimeter set to the QNH would give the correct altitudes to the Transponder anyway.