JR,

Go back and read what I wrote.

Or take a photo in the cruise when the fuel is below the "fence".

i.e. the lines between the SUPPLY and MAIN.

As the 135 flies Left Hand down the numbers will be different to what is in your photo on the ground.

Be very careful reading the TRAINING MANUAL and confusing it with facts.

I think at last count there are about 16 variations or more of the EC 135.

Ah, but who said I was correct?

SS,

For those of us who aren't mind readers, could you let us know what the obvious reason is?

Silsoe, I apologise if I'm teaching granny to suck here but can you confirm that you didn't have ground power plugged in because I'd have put a fair bit of beer on the rad alt not being powered!

Cheers

TeeS

Edited to say I've just seen your post 1103 SS and I think that answers my question.

@RVDT
Yes, I agree, thanks. Tomorrow I will have a chance for a new picture (below the fence)...cheers JR

For anyone following CJ Romeo's description of the area, Bing Maps gives a good overview; zoom into Glasgow and along the river, select 'bird's eye' for an oblique view from the SE,


Bing Maps - Driving Directions, Traffic and Road Conditions

DoubleBogey is probably correct to suggest that as the Nr reduce ,due to a high blade pitch angle,the hydraulic output of the pump(s)?) will reduce and be unable to overpower the loading on the jacks,leading to jackstall and then loss of all hydraulic pressure as the Nr reduce further.
It is possible to recover RRPM also by rolling into a descending turn and applying `g`; also helps in situations where ice may be building ,not shedding,on the blades,and the drag rise following an engine failure may well drag RRPM rapidly down.

sycamore, could this recovery attempt correspond to the witness reports of it tumbling end over end do you think?

sorry for some question which I guess must have been raised before: the other new thread regarding 1 or 2 pilots mentioned the left hand seats of UK police 135's has no pedals and cyclic control. But the collective is still fully exposed and accessible to the right hand of any person in the left seat? by accident, when the pilot tries to recover from an engine failure or so and needs his left hand on some switches?

xlsky wrote:Let's hope he's talking about the Collective.

yes but talking and typing wasn't the same for him..

Once enjoying a landing in the jump seat of an airbus the captain was very insisting all the straps had been used and secured tight. I was told about an incident during a landing when somebody in the jump seat slipped thru the straps after the wheel brakes and reverse was fully applied and then hit the throttle.. the airbus nearly took off again..
so what if the observer wasn't 'secured' in the straps and whilst the heli went into some unusual position due to fuel, fenestron, engine failure ect the left seat person tried to hold on to something?

"Just a thought.

How often does AAIB release preliminary findings in less than a fortnight?"

In the old days they never used to release preliminary reports, but they started doing it in the last decade or so.

They tend to do it with any high profile or high interest incident or where they discover a serious issue that may affect airworthiness on a type.....the 777 at Heathrow had a number of preliminary reports as did the spate of puma incidents in the north sea. There have been quite a few other instances of preliminary reports too.

Here's a list of them Air Accidents Investigation: Special bulletins

control during "tumbling"
 

In relation to witnesses describing the tumbling motion.

During a tumbling or spinning like descent is it possible for the pilot to have any influence over the direction of the flight?

If some directional or descent control is possible during a spinning or tumbling descent, can a pilot keep enough situational awareness to manoeuvre the aircraft toward a particular spot?



Mickjoebill

Police helicopter crashes onto Glasgow pub
 

Re CJ Romeo's posting on crash site. I doubt the roof of the pub was the target LS however, if Peter Gillies is right, and if Glasgow green or one of the other nearby sites was the first target LS then as things deteriorated in the descent options would narrow. My own view is that the intersection may have been the last resort but they didn't have enough forward speed to make it.

BOND have grounded their 135s' due to a fuel gauge problem in one of their Air Ambos

Not sure whether the radar tapes are going to be much use regarding the speed at which the aircraft descended (fell).

Don't know the 135's systems, but unless the transponder and therefore the Mode C altitude encoding, is wired to the battery bus, when both generators went offline (either by double engine failure or deliberate shutdown), the transponder would have stopped.

Also given the rotational speed of the secondary radar (2-3 secs/rotation?) and the known high rate of descent from a relatively low altitude, the margin of error is going to be large for radar even if the transponder was still online.

Grounded
 

Certainly Police Scotland had a helicopter flying over Glasgow late last night, I would assume another Bond EC135, when did this grounding occur?

CJ - that would be the NPAS 135 from Halfpenny Green that has been covering since the incident. BOND grounded their fleet last night.

Sotiras,
From 400Kgs total, (310 in the main), C of G moves 41mm aft as Main Tank fuel reduces to empty. Slight move forward again, (13mm) as Supply tanks reduce to aircraft MLA of 50 Kgs. There is plenty of "slack" in the envelope at those levels.

Aeromys - you are incorrect about the HG aircraft, it was on it's way back to HG yesterday afternoon.