EMS 429 down Elba, NY
Might be N507TJ, Bell 429, training flight. Both occupants deceased.
https://apnews.com/article/media-new...b00eca5f277b32 |
I read elsewhere there was a Bell IP onboard - anyone know if this was correct
|
Crew identified
per the daily news online
The pilot was James E. Sauer, 60, of Churchville, state police said. He was a retired New York State police pilot who began working with Mercy Flight in October 2020. Stewart M. Dietrick, 60 of Prosper, Texas was also aboard. He was described as a Bell Helicopter flight instructor. |
Kathryn's Report: Bell 429, N507TJ: Fatal accident occurred April 26, 2022 in Elba, Genesee County, New York
Adsbexchange lost the signal at about 1800’. https://globe.adsbexchange.com/?icao...amp=1650992397 |
|
just curious: whats the U.S. max. age limit for single pilot in command and for multi crew pic and copilot, applicable to commerical helicopter flights?
|
Another News article with a photo of the aircraft wreckage.
In all of the photos I. have seen....all with limited field of view....no signs of the Main Rotors is visible (at least to my old eyes). One mention said the Tail Rotor was laying close by but separated from the main wreckage. Later it was described as being 300 feet away from the main wreckage which was badly damaged but mostly intact. A different news report had this to say...... The helicopter was flying for about 105 minutes when witnesses observed the helicopter at an altitude of 2,000 feet, heard a loud boom and saw it fall. The wreckage is spread out an area of about 2,000 feet, McCarter said. One Witness recounted having heard some unusual noises ("Clicking followed by a loud BOOM"). Can anyone add to the description of the crash scene beyond that? https://nypost.com/2022/04/27/james-...icopter-crash/ |
Originally Posted by Reely340
(Post 11222070)
just curious: whats the U.S. max. age limit for single pilot in command and for multi crew pic and copilot, applicable to commerical helicopter flights?
|
Best video of crash scene so far.
It appears the Helicopter experienced a catastrophic failure of some kind while in flight and shed parts on the way down. Cause of the failure or suspected cause has not been determined. Though not seen in the video...the Main Rotors seem to be further away than the Tail Rotor and Vertical Stabilizers. The NTSB Official described the wreckage trail being about 2000 feet long. https://www.whec.com/rochester-new-y...crash/6456860/ |
I think it's about time that pilots and instructors stop messing around with VRS. There are certain corners of the flight envelope that we shouldn't be exploring. As our fixed-wing brethren have found out, some things are better left practiced in the sim.
|
Originally Posted by FH1100 Pilot
(Post 11222231)
I think it's about time that pilots and instructors stop messing around with VRS. There are certain corners of the flight envelope that we shouldn't be exploring. As our fixed-wing brethren have found out, some things are better left practiced in the sim.
|
thx wrench1 for the fast reply
|
Word on the street is VRS training with a Bell IP.
YMMV |
We "know" this how?
|
Originally Posted by albatross
(Post 11222254)
What leads you to believe that VRS is a factor in this tragic accident?
N507TJ Very sad :sad: |
Make your case....lay it out for us.
|
Originally Posted by SASless
(Post 11222324)
We "know" this how?
I will say that the Virginia State Police had a similar occurrence in a B407 about 5 years ago attributed to entering VRS. Main rotor severed the tailboom. |
What is the commonality between the two crashes besides "Bell"?
Unless you can provide some reasonable cause for the "Word" then it is pure supposition by someone who originated the rumor.....and rises to the level of gossip. In time perhaps there might be some basis for such speculation such as prior experiences with the Instructor, or a module of the training syllabus that includes VRS, or something like that. Was there VRS training being done....per a formal curriculum? Any other 429 Operators utilizing Bell Helicopter Factory Instructor Pilots able to confirm they have had such training by Bell Instructors? |
Here is a quick animation I created of the last 90 seconds of ADS-B Exchange data using Google Earth. This is my first attempt using Google Earth in this manner and it might not exactly track real time .
|
Without filtering the ADSB data, it does appear the helo was in a low speed, moderate sink rate descent that was not autorotation sink rates, so it was a partial powered descent, roughly 20Kts GS, 800-1000FPM, in a turn. Seems an odd altitude to demonstrate a VRS recovery, and doing a demo or a practice in a left turn seems odd as well. Lousy ending.
|
FDR: comment not relevant to the accident ( I’m sure ) but relevant to the numbers you posted, except for the turn part. In doing flight load survey data gathering, the flight test cards at SA always add in a maneuver called a rough approach. The pilot has to find it for that particular days wind and the weight/speed. Typically 15-30Kts and 800-1500 fpm descent. Mechanism is the advancing rotor entering the tip vortex from the preceding blade. One can sit in it and it will definitely rattle the ship at the N/rev frequency. It can produce vibratory stresses that can enter into the fatigue life calculations for things like engine mounts to top deck items. Aircraft that sit in this regime a lot, like S-64 logging for instance, have seen the resultant need for structure beef-up. Ok, just background-not applicable to subject at hand.
|
Airplane,
Nice effort and interesting result! As you manipulated the data into the graphic you produced.....what do you see in the last 10-20 seconds that piques your interest the most? What do you see as to ROD and Airspeed (can we discern Airspeed vs Ground Speed from the raw data compared to the Weather Data for Wind direction and velocity?)? |
Would this aircraft be fitted with CVFDR?
|
I would bet that it was not.
|
It will be interesting to se if VRS recovery was on the menu for that flight and, if so, what recovery technique was going to be employed.
|
Originally Posted by SASless
(Post 11222808)
Airplane,
Nice effort and interesting result! As you manipulated the data into the graphic you produced.....what do you see in the last 10-20 seconds that piques your interest the most? What do you see as to ROD and Airspeed (can we discern Airspeed vs Ground Speed from the raw data compared to the Weather Data for Wind direction and velocity?)? 1) I am circumspect of the last few altitude readings (where it climbs fast) because they are inconsistent with ADS-B vertical rates, a 200' climb in two seconds at low ground speed seems improbable, and the delta between the baro and geo heights changes at the end. There are two possible reasons for these inconsistencies that I can think of:
3) Why did the helicopter ground speed drop to near 0 at the end? What events led to that? 4) Why did we lose the signal at such a high altitude? Earlier in the flight, only a couple of miles away, ADS-B exchange received the signal as low as 775'. I haven't spent any time thinking about factors like wind. Edit: Credit where credit is due. A lot of the work in the visualization is courtesy of adsbexchange.com |
3) Why did the helicopter ground speed drop to near 0 at the end? What events led to that? 4) Why did we lose the signal at such a high altitude? Earlier in the flight, less than a couple of miles away, ADS-B exchange received the signal as low as 775'. Which leaves us without the bigger question of what kind of failure it was and why? |
|
Is it possible the P&W engine controls incorporated a history recorder of some sort and have some data to provide? Actually, the same goes for the SAS or autopilot if the aircraft has such.There is one aircraft I know of wherein a chip to do that was added to the AFCS, tho’ not required nor paid for by the customer. The engineer who did that was suitably revered for doing it, but never, that I know of, suitably rewarded.
|
FYI: EMS helicopters are required to have a Flight Data Monitoring System installed per Part 135. Its not the same as a FDR but it records a number of data points that can be downloaded and reviewed graphically with some recording ambient cockpit audio and video. A number of EMS operators also have actual CVR-FDRs installed as well so there should be plenty of data to see what the aircraft was doing prior to the incident. And yes the PW207 does have a field-downloadable DCU that will give engine data in various formats depending on the software used to view the data.
|
Wrench, any chance that DCU gets a collective position signal?
|
Originally Posted by airplanecrazy
(Post 11222854)
In no particular order:
1) I am circumspect of the last few altitude readings (where it climbs fast) because they are inconsistent with ADS-B vertical rates, a 200' climb in two seconds at low ground speed seems improbable, and the delta between the baro and geo heights changes at the end. There are two possible reasons for these inconsistencies that I can think of:
3) Why did the helicopter ground speed drop to near 0 at the end? What events led to that? 4) Why did we lose the signal at such a high altitude? Earlier in the flight, only a couple of miles away, ADS-B exchange received the signal as low as 775'. I haven't spent any time thinking about factors like wind. Edit: Credit where credit is due. A lot of the work in the visualization is courtesy of adsbexchange.com |
Originally Posted by fdr
(Post 11223182)
On the wind, the circuits that had been flown were consistent with a wind from the west, which suggests that the CAS would have been higher after the left-hand U-turn than before.
KGVQ 261656Z AUTO 28011KT 10SM BKN033 OVC043 09/02 A3007 RMK AO2 KGVQ 261656Z AUTO 28011KT 10SM BKN033 OVC043 09/02 A3007 RMK AO2 KGVQ 261656Z AUTO 28011KT 10SM BKN033 OVC043 09/02 A3007 RMK A KGVQ 261656Z AUTO 28011KT 10SM BKN033 OVC043 09/02 A3007 RMK AO2 |
LRP pointed out to me that had I looked a bit earlier, I would see that the helicopter performed a descent, recovery, and climb out, prior to the time period I depicted. Here is an animation of the last 3 minutes, at 3x speed, showing that:
I will leave it to those more knowledgeable than me to evaluate whether this sequence is consistent with VRS recovery training. |
Originally Posted by JohnDixson
(Post 11223099)
Wrench, any chance that DCU gets a collective position signal?
|
While not related to this incident an AD was released on the same day pertaining to 429 T/R P/C links.....
https://rgl.faa.gov/Regulatory_and_G...2022-09-07.pdf |
02/27/2018 appears to be when the Tail Number was assigned to the aircraft.
|
NTSB Preliminary Report issued. https://data.ntsb.gov/carol-repgen/a...ort/105004/pdf
|
Originally Posted by Cyclic Hotline
(Post 11231943)
NTSB Preliminary Report issued. https://data.ntsb.gov/carol-repgen/a...ort/105004/pdf
|
Or a large application of collective combined with aggressive lateral cyclic and yaw inputs.......................
|
All times are GMT. The time now is 16:41. |
Copyright © 2024 MH Sub I, LLC dba Internet Brands. All rights reserved. Use of this site indicates your consent to the Terms of Use.