Gazelle crash
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"Familiarity breeds contempt" is an old but very true saying. No matter how many hours a pilot has on a type of aircraft (I have over 3,000 on gazelle) it only takes a split second of indicision or lack of concentration to bite you in the butt. We all have been there at one stage or another of our flying career. It is not fair of professional aviators to immediately crucify a fellow pilot or his abilities without knowing all the information. The Gazelle is a wonderful aircraft but it can bite very very quickly (as I nearly found out in the Falklands).
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Thank you Kenny
I am glad you agree that the Gazelle can bite back quickly. It never bit me but it has bitten others hard.
However, our opinion seems to be in the minority. I didn't crucify anybody by the way, I just said that maybe the Gazelle is not for the inexperienced.
Brother
I am glad you agree that the Gazelle can bite back quickly. It never bit me but it has bitten others hard.
However, our opinion seems to be in the minority. I didn't crucify anybody by the way, I just said that maybe the Gazelle is not for the inexperienced.
Brother
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You may find this interesting no matter what your opinion is of the Gazelle
On November 8, 2002, about 2325 eastern standard time, a Westland Helicopters Gazelle AH-MK1, N911XW, a former British military helicopter registered in the experimental category, was destroyed when it impacted the Atlantic Ocean near East Hampton, New York. The certificated private pilot was lost at sea, and presumed fatally injured. The helicopter departed Long Island-MacArthur Airport (ISP), Islip, New York, at 2304, destined for East Hampton Airport (HTO), East Hampton, New York. Night visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, conducted under 14 CFR Part 91.
According to a report filed by the East Hampton Police Department, the pilot was expected home in Sag Harbor, New York on the evening of November 8, 2002. The pilot's wife was not immediately concerned when he did not arrive, because the pilot's business frequently caused his schedule to change. On the morning of November 9, 2002, the pilot's automobile was discovered parked at Long Island-MacArthur Airport, and debris from the helicopter was recovered from the beaches of East Hampton.
A review of Air Traffic Control (ATC) voice and radar recordings revealed that the pilot contacted the Long Island-MacArthur ground controller at 2256, and requested a "punch-out to the west." He later repeated his intention to depart VFR to the west.
When the pilot contacted the tower controller, he requested and received a clearance to depart VFR to the west. A few minutes after takeoff, the tower controller requested a clarification from the pilot.
Tower: "November nine one one xray whiskey, I show you radar contact. I thought you were going west?"
Pilot: "I'm showing a heading of one-two-zero right now."
Tower: "...That's southeast. West is two-seven-zero."
Pilot: "I'm sorry...I apologize. I am heading east."
The controller informed the pilot that he was 5 miles southeast of the airport, terminated radar services, and approved a radio frequency change. The pilot acknowledged the radio call.
A radar plot for a target identified as the accident helicopter depicted a ground track that departed the airport in a southeasterly direction, then turned to the northeast. The track continued in a generally east-northeast direction, until reaching Great Peconic Bay, when it turned easterly, towards Southampton. The track passed to the east of Southampton, then continued southeast, past the shoreline.
Cruise altitudes over Long Island varied between 600 feet and 2,500 feet. About 1 mile from the shoreline, and about 1,000 feet, the target entered a descent. Its initial rate of descent was about 1,400 feet per minute, but during the 12 seconds before reaching the shoreline, the descent rate was 2,500 feet per minute.
The target crossed the shoreline at 200 feet, and leveled off over the water at approximately 20 feet. The target continued to the southeast, at 20 feet, before radar contact was lost 24 seconds later, at 2323.
On November 18, 2002, a fishing vessel snagged and recovered a significant amount of wreckage identified as the accident helicopter. The main transmission was recovered, along with the main rotor mast, main rotor hub, and all three main rotor blade grips attached. Approximately 30 percent of the yellow main rotor blade remained outboard the grip, with the remainder of the skin and honeycomb either fractured or separated. The leading edge spar was exposed. The blue blade was fractured about 2 feet outboard of the grip, and the leading edge spar was splintered. The red main rotor blade was fractured just outboard of the grip, and the fracture surface was splintered and "broomstrawed".
Examination of the transmission input drive quill, and the tail rotor output drive quill, revealed the remains of driveshaft flexible couplings attached to each. Further examination of both couplings revealed rotational scoring, and flexplates twisted and fractured opposite the direction of rotation.
The engine was not recovered.
According to the pilot's father-in-law, the helicopter was recently purchased for the pilot's personal use. The pilot had just received his private certificate, and had performed all of his flight training at Long Island-MacArthur Airport. The accident flight was the second time the pilot had flown the helicopter solo.
During a telephone interview, the owner/operator of Helicopter Flight Training, Inc. (formally Eastern Helicopters), Islip, New York, said his company provided flight instruction to the pilot, rented him helicopters, housed the accident helicopter under a different business entity, and provided maintenance support.
According the operator, the pilot began his flight training about 18 months prior to the accident. The pilot did all of his flight training in a Robinson R-22 piston-powered helicopter, and performed the practical test for his private pilot certificate in the R-22 as well.
The operator also stated that the helicopter was recently purchased by the pilot for his personal use. It was purchased in Colorado, and delivered to Islip by truck. The pilot received about 1 hour of instruction in it from the previous owner, prior to taking delivery. After he took delivery, the pilot flew with a certificated flight instructor, who acted as a safety pilot.
According to the operator, the pilot's abilities were about average for a beginning helicopter pilot. He said that he counseled the pilot, as he did all of his students, that earning his pilot certificate "was a license to learn." He also cautioned him not to try to fly in "helicopter weather."
The operator further noted that there was a scud layer "running right down the island" on the night of the accident. Fog was also "moving in and out. Some places it was clear, but towards the ocean it wasn't. That ocean gets awful black out there. He shouldn't have been out there at night. He's been told."
When asked how much experience the pilot had flying at night, the operator said that the pilot had the minimum required for taking the practical examination for his pilot certificate. He added that he did not encourage beginning helicopter pilots to fly solo at night.
During a telephone interview, the certificated flight instructor who acted as the safety pilot state that he flew approximately 10 hours in the helicopter with the accident pilot, and that the helicopter performed and handled well. There was no stabilization system or force trim on the flight controls, only the friction on the cyclic control could be adjusted, and the helicopter required hands-on control at all times.
According to the safety pilot, the accident pilot was competent enough to take off from the airport on a good day, in good weather, in daylight, and come back. The safety pilot added that the accident pilot had difficulty with tasks that required a division of attention, and could not maintain heading, airspeed, or altitude if he looked down to tune the radios.
The accident pilot held a private pilot certificate with a rating for rotorcraft-helicopter. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued March 8, 2001, and he reported 53 hours of flight experience on that date.
The pilot's logbook was not recovered. However, a review of training records revealed that he had accrued 115.9 hours of flight experience, all of which, was in the Robinson R-22.
Fuel records for the helicopter revealed that the pilot made six fuel purchases at Long Island-MacArthur Airport, for a total of 424 gallons of fuel. A survey of fuel vendors in the surrounding area revealed no other fuel purchases for the helicopter. Based on the manufacturer's standard fuel consumption rate of 43 gallons per hour, fuel records indicated an estimated 10 hours of operation.
The helicopter was a 1974 Westland Gazelle AH (Attack Helicopter) MK1, originally operated by the British Royal Army.
At 2256, the weather reported at Long Island MacArthur Airport included clear skies with winds from 220 degrees at 9 knots. According to the United States Naval Observatory, sunset was at 1637 and the moon set at 1952.
A pilot of a Hughes 500 helicopter, who was flying in the Islip area on the night of the accident, stated that there was a lower layer of "scud" around 400 feet that made it difficult to see ground lights. He added that it was clear above the cloud layer, and that conditions worsened to the east.
Index for Nov2002 | Index of months
According to a report filed by the East Hampton Police Department, the pilot was expected home in Sag Harbor, New York on the evening of November 8, 2002. The pilot's wife was not immediately concerned when he did not arrive, because the pilot's business frequently caused his schedule to change. On the morning of November 9, 2002, the pilot's automobile was discovered parked at Long Island-MacArthur Airport, and debris from the helicopter was recovered from the beaches of East Hampton.
A review of Air Traffic Control (ATC) voice and radar recordings revealed that the pilot contacted the Long Island-MacArthur ground controller at 2256, and requested a "punch-out to the west." He later repeated his intention to depart VFR to the west.
When the pilot contacted the tower controller, he requested and received a clearance to depart VFR to the west. A few minutes after takeoff, the tower controller requested a clarification from the pilot.
Tower: "November nine one one xray whiskey, I show you radar contact. I thought you were going west?"
Pilot: "I'm showing a heading of one-two-zero right now."
Tower: "...That's southeast. West is two-seven-zero."
Pilot: "I'm sorry...I apologize. I am heading east."
The controller informed the pilot that he was 5 miles southeast of the airport, terminated radar services, and approved a radio frequency change. The pilot acknowledged the radio call.
A radar plot for a target identified as the accident helicopter depicted a ground track that departed the airport in a southeasterly direction, then turned to the northeast. The track continued in a generally east-northeast direction, until reaching Great Peconic Bay, when it turned easterly, towards Southampton. The track passed to the east of Southampton, then continued southeast, past the shoreline.
Cruise altitudes over Long Island varied between 600 feet and 2,500 feet. About 1 mile from the shoreline, and about 1,000 feet, the target entered a descent. Its initial rate of descent was about 1,400 feet per minute, but during the 12 seconds before reaching the shoreline, the descent rate was 2,500 feet per minute.
The target crossed the shoreline at 200 feet, and leveled off over the water at approximately 20 feet. The target continued to the southeast, at 20 feet, before radar contact was lost 24 seconds later, at 2323.
On November 18, 2002, a fishing vessel snagged and recovered a significant amount of wreckage identified as the accident helicopter. The main transmission was recovered, along with the main rotor mast, main rotor hub, and all three main rotor blade grips attached. Approximately 30 percent of the yellow main rotor blade remained outboard the grip, with the remainder of the skin and honeycomb either fractured or separated. The leading edge spar was exposed. The blue blade was fractured about 2 feet outboard of the grip, and the leading edge spar was splintered. The red main rotor blade was fractured just outboard of the grip, and the fracture surface was splintered and "broomstrawed".
Examination of the transmission input drive quill, and the tail rotor output drive quill, revealed the remains of driveshaft flexible couplings attached to each. Further examination of both couplings revealed rotational scoring, and flexplates twisted and fractured opposite the direction of rotation.
The engine was not recovered.
According to the pilot's father-in-law, the helicopter was recently purchased for the pilot's personal use. The pilot had just received his private certificate, and had performed all of his flight training at Long Island-MacArthur Airport. The accident flight was the second time the pilot had flown the helicopter solo.
During a telephone interview, the owner/operator of Helicopter Flight Training, Inc. (formally Eastern Helicopters), Islip, New York, said his company provided flight instruction to the pilot, rented him helicopters, housed the accident helicopter under a different business entity, and provided maintenance support.
According the operator, the pilot began his flight training about 18 months prior to the accident. The pilot did all of his flight training in a Robinson R-22 piston-powered helicopter, and performed the practical test for his private pilot certificate in the R-22 as well.
The operator also stated that the helicopter was recently purchased by the pilot for his personal use. It was purchased in Colorado, and delivered to Islip by truck. The pilot received about 1 hour of instruction in it from the previous owner, prior to taking delivery. After he took delivery, the pilot flew with a certificated flight instructor, who acted as a safety pilot.
According to the operator, the pilot's abilities were about average for a beginning helicopter pilot. He said that he counseled the pilot, as he did all of his students, that earning his pilot certificate "was a license to learn." He also cautioned him not to try to fly in "helicopter weather."
The operator further noted that there was a scud layer "running right down the island" on the night of the accident. Fog was also "moving in and out. Some places it was clear, but towards the ocean it wasn't. That ocean gets awful black out there. He shouldn't have been out there at night. He's been told."
When asked how much experience the pilot had flying at night, the operator said that the pilot had the minimum required for taking the practical examination for his pilot certificate. He added that he did not encourage beginning helicopter pilots to fly solo at night.
During a telephone interview, the certificated flight instructor who acted as the safety pilot state that he flew approximately 10 hours in the helicopter with the accident pilot, and that the helicopter performed and handled well. There was no stabilization system or force trim on the flight controls, only the friction on the cyclic control could be adjusted, and the helicopter required hands-on control at all times.
According to the safety pilot, the accident pilot was competent enough to take off from the airport on a good day, in good weather, in daylight, and come back. The safety pilot added that the accident pilot had difficulty with tasks that required a division of attention, and could not maintain heading, airspeed, or altitude if he looked down to tune the radios.
The accident pilot held a private pilot certificate with a rating for rotorcraft-helicopter. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued March 8, 2001, and he reported 53 hours of flight experience on that date.
The pilot's logbook was not recovered. However, a review of training records revealed that he had accrued 115.9 hours of flight experience, all of which, was in the Robinson R-22.
Fuel records for the helicopter revealed that the pilot made six fuel purchases at Long Island-MacArthur Airport, for a total of 424 gallons of fuel. A survey of fuel vendors in the surrounding area revealed no other fuel purchases for the helicopter. Based on the manufacturer's standard fuel consumption rate of 43 gallons per hour, fuel records indicated an estimated 10 hours of operation.
The helicopter was a 1974 Westland Gazelle AH (Attack Helicopter) MK1, originally operated by the British Royal Army.
At 2256, the weather reported at Long Island MacArthur Airport included clear skies with winds from 220 degrees at 9 knots. According to the United States Naval Observatory, sunset was at 1637 and the moon set at 1952.
A pilot of a Hughes 500 helicopter, who was flying in the Islip area on the night of the accident, stated that there was a lower layer of "scud" around 400 feet that made it difficult to see ground lights. He added that it was clear above the cloud layer, and that conditions worsened to the east.
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Join Date: Jun 2002
Location: Andover, Hampshire
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Lu, A very interesting incident with very unfortunate outcome. However I think that this gentleman was an accident waiting to happen. He obviously bit off more than he could chew. This incident would probably have occurred no matter what aircraft was being flown. This is a very common type of occurrance where low hour pilots think that they can run before they can walk. I have actually experienced this type of disorientation but I lived to tell (or not tell) the tale.
Hey Lu, Just realised that I flew this Gazelle (xw911) on January 16, 1979 from Ostende in Belgium to Middle Wallop and on January 24, 1979 just prior to my FHT at Wallop. Small world isn't it.
Hey Lu, Just realised that I flew this Gazelle (xw911) on January 16, 1979 from Ostende in Belgium to Middle Wallop and on January 24, 1979 just prior to my FHT at Wallop. Small world isn't it.
Yep, it's in my logbook as well. Flew it on my pilots course back in
'84 and lastly as a QHI, again at Wallop in September '92
Lu, the AH for British Army Air Corps helicopters satands for Army
Helicopter. Not Attack Helicopter. The only armament that a AAC
gazelle carries is the crew's two 9mm pistols.
'84 and lastly as a QHI, again at Wallop in September '92
Lu, the AH for British Army Air Corps helicopters satands for Army
Helicopter. Not Attack Helicopter. The only armament that a AAC
gazelle carries is the crew's two 9mm pistols.
