PPRuNe Forums - Firefighting Chinook Crash

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Quote:

Originally Posted by megan (Post 11468726)

Issue mentioned by F-14 crew if the aircraft is in a flat spin (which is irrecoverable in the aircraft), not a posture you want for the recovery which is via ejection.

Locking the harness is in the step 1.

F-14 Natops:
Upright Departure/Flat Spin
1*. Stick - Forward/Neutral Lateral
Harness - Lock

Quote:

Locking the harness is in the step 1

Yes, because of tragic lesson learnt.

https://navalaviationthehardway.com/...ning-the-f-14/

Quote:

Originally Posted by megan (Post 11468726)

Pilot sitting X feet in front of the axis of rotation yawing at 148° per second shoulder harness unlocked, perhaps the 'g' forces are such that he is doubled over. My back of the envelope calculation comes up with a little over four 'g' assuming the point of rotation is half way between the two rotors...

Megan: Taking your approach a step further, by looking at timing for each 90 degrees change of yaw from the start of the yawing, it is increasing at an angular acceleration of about 9.5 degrees per second squared until impact with the water. So by the 10 second point into the video in #8, horizontal acceleration experienced by pilots is ~0.2g while by 15 second point (while helicopter is still in a relatively flat spin but starting to descend), horizontal acceleration is already ~1.0g. Even that would already have made it hard to control the helicopter quite aside from the jammed pedals.

Quote:

Originally Posted by megan (Post 11468726)

Lesson might be, fly with a locked harness, some carrier pilots can tell stories about face planting the instrument panel on an arrested landing..

Unfortunately that's not really an option when involved in a vertical reference operation like this