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Actually Flying Bingi the posts on Facebook were made by people who I have known in this industry for about 20 years so pretty confident that what they are saying is factual. Cheers.
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VH-BAA
https://www.atsb.gov.au/publications...r/ao-2017-109/ Deepest sympathy to Allana & the girls, RotorLift staff, family and friends. Hoping that the injured pilot makes a speedy recovery. RIP Roger RW |
Looking at the photo of the remains of the helicopter it's quite remarkable that anybody survived that accident.
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Such a tragedy....Rest In Peace
Sounds like some catastrophic failure, leading to the impact? |
Could a hydraulic failure cause this on a 350 ?
R |
Rest in Peace Roger
Rest in Peace Roger, and condolences to all family.
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Originally Posted by RINKER
(Post 9950415)
Could a hydraulic failure cause this on a 350 ?
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Thanks gullibell. I understand that but I meant total loss of hydraulics.
I've only flown R44 and SA341 with hydraulics off for training which were Manageable. But I thought the 350 was more difficult. R |
Originally Posted by RINKER
(Post 9951130)
Thanks gullibell. I understand that but I meant total loss of hydraulics.
I've only flown R44 and SA341 with hydraulics off for training which were Manageable. But I thought the 350 was more difficult. R Failures are necessarily manageable. |
Originally Posted by Twist & Shout
(Post 9951227)
The hydraulic system on th AS350 relies on a rubber belt.
Failures are necessarily manageable. |
RIP
350 hydraulic failure (I've had one) is no fun but manageable, especially by high time experienced Pilots. Jack-stall or servo-transparency is also easy to manage which only occurs at high power setting in high G maneuvers. Approaching a landing the lever would be going down, no high G's so no chance of jack-stall. Something else went profoundly wrong, some catastrophic failure leading to a lose of control. A training maneuver gone wrong is out of the question for RC.
Rest in Peace Roger & condolences to the Family |
Update from ABC
33 year old pilot released from hospital A 33-year-old pilot John Osborne has been released from the Royal Hobart Hospital as aviation authorities continue to investigate the helicopter crash at Hobart Airport. Fatal helicopter plunge: Investigators probe Hobart crash site where rescue pilot Roger Corbin died - ABC News (Australian Broadcasting Corporation) Another Update Hobart helicopter crash survivor John Osborne 'recovering well' after tragedy that killed Roger Corbin - ABC News (Australian Broadcasting Corporation) |
Originally Posted by Vertical Freedom
(Post 9951252)
Something else went profoundly wrong, some catastrophic failure leading to a lose of control. A training maneuver gone wrong is out of the question for RC.
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Apparently they were doing hydraulics off training when control was lost for yet unknown reason.
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Originally Posted by gulliBell
(Post 9952276)
Apparently they were doing hydraulics off training when control was lost for yet unknown reason.
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Has the lucky survivor been able to say what happened?
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Has the lucky survivor been able to say what happened? |
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ATSB report
ATSB report VH-BAAhttp://https://www.atsb.gov.au/publi...r/ao-2017-109/
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Preliminary report Published: 18 December 2017 At about 1635 Eastern Daylight‑saving Time[1] on 7 November 2017, a Eurocopter AS350BA (AS350) helicopter, registered VH-BAA, departed Hobart Airport, Tasmania for a local training area to the northeast. On board were a pilot and instructor and the flight was the third training flight of an AS350 helicopter-type endorsement for the pilot. The endorsement training was conducted over a two-day period. It included ground school training, and three flights that formed the practical component of the training syllabus. One instructor had assessed the first two flights but, since the third focussed on emergency procedure training, the occurrence instructor elected to fly with the pilot. The pilot held a Commercial Pilot (Helicopter) Licence and a valid Class 1 Aviation Medical Certificate. The pilot had experience flying other turbine helicopter types, on various types of operations. The pilot’s existing low-level and sling approvals, which were reportedly held on a foreign licence, were also to be assessed during the AS350 type endorsement. Following arrival in the training area, the pilot’s general helicopter handling and low-level flight were assessed. At about 1715, the pilots reported to air traffic control that operations in the training area were complete and requested a clearance back into the Hobart Airport control zone, to conduct practice emergencies. The approach to the airport reportedly involved conducting a simulated hydraulic system failure to the helicopter training area X-Ray (Figure 1). Training Area X-Ray was located adjacent to and west of the main runway and was familiar to the pilot, as this area was used in the previous day’s training. Figure 1: Approximate flight path of the helicopter (not to scale), showing the approach to the X-Ray training area, where the helicopter slowed before making an abrupt left turn and impacting terrain. http://www.atsb.gov.au/media/5773812....jpg?width=463 Source: Airservices Australia, modified by ATSB The instructor reportedly announced the simulated failure to the pilot just prior to commencing the approach. The pilot responded to the simulated failure by stabilising the helicopter and reducing the airspeed to about 60 kt, in accordance with the manufacturer’s hydraulic failure procedure detailed in the aircraft’s flight manual. The flight manual emphasised that, without hydraulic assistance, the flight controls exhibited force feedback requiring the pilot to exert additional force on the controls to maintain 60 kt in level flight. The manual also stated that, after transitioning to the recommended safety speed range, the second phase of the hydraulic failure procedure was to transition to slow run‑on landing[2] (at around 10 kt) via a flat final approach in to the wind. The pilot reported that, as the helicopter decelerated and descended towards the landing area, they noted the additional control forces required. A video camera installed at the airport recorded footage of the helicopter’s final approach. As the helicopter descended toward training area X-Ray, it initially appeared to be controlled and in a flatter than normal approach profile. The helicopter then appeared to slow into a high hover about 30 ft above the ground. Seconds later, it commenced an abrupt nose-down turn to the left and impacted the ground. The training procedure section of the helicopter flight manual cautioned pilots to: …not attempt to carry out hover flight or any low speed manoeuvre without hydraulic pressure assistance. The intensity and direction of the control feedback forces will change rapidly. This will result in excessive pilot workload, poor aircraft control, and possible loss of control. The impact forces caused significant damage to the cockpit area, particularly the left pilot side (Figure 2). Figure 2: Damage to the helicopter showing significant impact damage to the cockpit area and left landing skid tip, consistent with a left nose-down attitude on impact. http://www.atsb.gov.au/media/5773813....jpg?width=463 Source: ATSB Seated on the left side, the instructor sustained fatal injuries, while the pilot seated on the right was seriously injured. The investigation is continuing, and will analyse the evidence obtained during the on-site investigation phase. Additional work will include a review of the:
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