EC-130 power fail!
 

Anyone heard anything more about this?

Re: EC-130 power fail!
 

From a discussion of a different sight seeing helicopter crash...a week or so ago...Nick Lappos provided us a short rant. Here is the quote...with a tad of deleting of a portion that dealt with the previous accident.


[QUOTEWhat the hell has the availability of forced landing areas got to do with this accident

You all behave exactly like Pavlov predicted, without a brain in your heads, when the bell rings, you salivate. We train you for years to lower the collective and autorotate as THE emergency. You learn to respond to that cue like a good dog, every time. You are so Pavlovian in your behavior that no actual connection to your BRAIN is needed.

You are conditioned to think SAFETY = ENGINE FAILURE

SAFETY = ENGINE FAILURE
SAFETY = ENGINE FAILURE
SAFETY = ENGINE FAILURE
SAFETY = ENGINE FAILURE


Just like the Cat A threads, where every pilot on the pprune planet equates "SAFETY = ENGINE FAILURE" you and your passengers are doomed, unless you get your heads out of your butts and exammine what actually happened, and try to actually prevent it.][/QUOTE]


Now in actuality....I agree with what Nick had to say during the previous discussion.

However...I see the availability of safe landing areas and the lack of Cat A capability and even the lack of a second engine playing a role in this latest Hawaii Thrill Ride.

How do we prevent this one Nick?

Re: EC-130 power fail!
 

Woww.. SASLess after flying my 4.5 hrs today in my good old 212 I decided to throw down a few Jagermeisters but I have no clue what your point is?

But anyway if it is about engine failures in single engine aircraft then you are treading on some hot ground, some people relly do think that if they fly single engine aircraft that it´s not really more dangerous than twin engine helicopters :ooh:

One thing is for sure that the engine failure rate of Turbomeca´s has been alarming lately, everyone knows that I am a Bell man but I hate it when people claim that the European stuff is in some way better, it all fails at some time or other..

Re: EC-130 power fail!
 

Heavens above - please don't start another muck-chucking string that pits the yank-tanks against the euro-trash. Cripes! I'm doin' it myself and I didn't realise it!

The reality is that there will be one opinion for every helicopter pilot about who makes the best choppers (except when we include doctors and lawyers who are helicopter pilots then we apply correction factors of x5 and x6 respectively.

From where I sit you don't have to be an Archbishop to realise that a spare donkey is a very useful thing. There are a few students of GoM accident stats who since 03 have concluded that a it might be a good thing down there too!!

G

:ok:

Re: EC-130 power fail!
 

Mmmmm.... always find that MY pulse rate is slowest when my flying is assisted by two of messers Pratt & Whitneys excellent products .......

Cheers :p :p :ok:

Re: EC-130 power fail!
 

I guess the pilot of the EC 130 did the best to his abilities to prevent a major catastrophe.

Honestly, I live by the adage " no matter how the aircraft looks like after an emergency landing, the most important aspect is to walk away without having sustained serious injury or harmed anybody else". In case of the alleged engine failure on Hawaii; hope the pilot did analyze the condition correctly, and did not get fooled by a malfunctioning instruments or else.:uhoh:

Re: EC-130 power fail!
 

The Federal Aviation Administration says the pilot made a ``precautionary landing'' after reporting engine failure during a tour.


Obviously the pilots fault then for making the precautionary landing there, should have carried on flying to a better landing site. Not sure how without another engine but then I'm not an experienced FAA guy.

Re: EC-130 power fail!
 

SASless, the way I look at it is if you are flying a multi you must operate it as a multi. You must do you engine power assurance checks and you must fly the correct profile, at not above the appropriate weight, to a landing site that meet the requirements.

And if you are flying a single you must operate it as a single. You must do your engine health monitoring, you must plan you route with an autorotation in the back of your mind, and you must be reasonably skilful and practiced at engine off landings.

Otherwise you are not a ‘professional pilot’ and as Mr. Lappos says “you and your passengers are doomed”!!

Re: EC-130 power fail!
 

Sunshine helicopters heavy landed too , no injuries .

Re: EC-130 power fail!
 

Sorry sunshine operate AS350 not EC130.

Re: EC-130 power fail!
 

Incorrect, the pilot suffered leg injury according to vertical Mag.:sad:
http://www.verticalmag.com/

Re: EC-130 power fail!
 

NTSB Identification: LAX06LA080
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Thursday, January 05, 2006 in Lahaina, HI
Aircraft: Eurocopter EC 130B4, registration: N11QD
Injuries: 6 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On January 5, 2006, about 0945 Hawaiian standard time, a Eurocopter EC130B4 (ECO-star), N11QD, experienced a loss of engine power and made a hard forced landing in Honokohau Valley, near Lahaina, Hawaii. Blue Hawaiian was operating the helicopter with the call sign Blue 21 under the provisions of 14 CFR Part 135 as a nonscheduled, on-demand tour flight. The helicopter sustained substantial damage. The pilot and five passengers were not injured. Visual meteorological conditions prevailed, and a company visual flight rules (VFR) flight plan had been filed. The local area flight departed Kahului Airport (OGG), Kahului, Hawaii, about 0930.
According to the operator, the flight was on a "complete" island tour, which is 60 minutes in length. When the helicopter did not return to Kahului Airport at its designated time, Blue Hawaiian personnel attempted to locate the flight. At 1117, they were notified that the subject helicopter had been located below the Jurassic Falls area and was upright; however, no movement was observed
In the pilot's written statement to the National Transporation Safety Board, he reported that as he entered Honokohau Valley, he slowed to 30 knots heading upstream to show the passengers the falls. He heard the main rotor warning, checked the rotor tachometer, and saw that it was decreasing. The pilot entered into an autorotation to make a precautionary landing. He also noted that the rotor rpm (revolutions per minute) was in the "green." However, because there were no available landing sites in his current direction of travel (upstream), he did a 180-degree right turn. He tried to reapply power, but the low rotor horn sounded again. He lowered the collective and "removed twist grip from the flight gate." The pilot reported that he flared for landing. The helicopter came down in trees, with the main rotor blades contacting the treetops.