How quickly it can go wrong
 

Hope this hasn't been posted before, feel free to delete if it has.

https://fb.watch/1ANXhsUcwi/

Too many holes in the cheese lined up.

Too many holes in the brain.

The cable was threaded between the cross tubes and over the right skid; I mean, that's just insane! How could you not see that, or not notice the excessive right CofG when initially picking up the load?

How quickly? They seem like they planned to hurt somebody and went out of their way to accomplish it.

I’m not a chopper pilot and just wondering since this helicopter obviously landed very hard. Do you guys have any G load measurement equipment like on aircraft?

I had a similar thought - the event was quick but to achieve that level of muppetry must have taken years of cultivation!

Not on an aircraft like this, but a larger more sophisticated aircraft would have an FDR, with input from the AHRS, and it would be possible to determine the g encountered. All aircraft will have a maintenance inspection procedure for hard landings in their maintenance manuals, though.

On this topic, I have also seen video on social media (but can't locate it now) that appears to show the same aircraft doing a skids change in the hover, in a different location. The inference being they took off after this event and flew somewhere else!

I'd put good money on there being some real damage to that aircraft. At minimum some cross tube bending and possibly from the
pylon rocking, contact of the transmission spike with the shear plate indicator. I've seen the fwd main driveshaft coupling chew up the isolation mount from a landing less hard than that. Ignorance is bliss, until it isn't. Totally awesome video though. The regulatory authorities are always looking for footage like that for their safety seminars. Round up the cell phones before attempting this.

Anyone know where this was?

BTW - I second the fact that that machine will be seriously damaged - the spike / shear plate indicator will be history. i'd not be surprised if it's a write off

i saw a quote on FB that said it being filmed for a Mexican TV program.

Bell has some pretty clear instructions in their maintenance manuals about which Special Inspections are due and when. *IF* the spike did not break off...and *IF* the IDS did not contact the pan, and *IF* there was no mast bumping on the way down (I'd bet there was), and *IF* the cabin belly did not touch the ground when it hit...then the ship was *probably* flyable. I've seen a 206 that was flown in turbulence so bad with a ham-fisted pilot at the controls (not me this time!) that the spike jumped out of the well and carved a big gouge in the trans deck before re-entering the well as if nothing happened. That ship was not a "write-off" - it flew again after some repair work.

These jokers in this video...I mean, wow. Pretty inexperienced driver, I'd say. Nearly got a bunch of people killed - including himself.

Please spare me the cheese analogy. The only holes that lined up here were in the space where the "pilot" and "passengers" should have had some brain cells. This was a wholly negligent and culpable enterprise and the only salvation is nobody seems to have died on this occasion. That genius needs to have his license yanked, assuming he even has one.

The helicopter hit the ground with very little lateral movement, could that still result in spike knock? I've only seen spike knock when there is forward speed at ground contact when the skids come to a sudden stop causing the transmission to rock forward. Not-withstanding, vertical speed at ground contact probably bent the cross tubes and deformed the tub, where the tail boom connects to the main body would also be worth a close look, I bet the skins on the tail boom weren't very round any more. I'd be surprised if it was flyable after the pilot eventually woke up. Assuming the big bump when he arrived at the bottom woke him up. He sure wasn't very awake before that. Sad to see needless damage caused to a nice helicopter.

Levels of Muppetry is a scale I use frequently. This particular incident ranks at the upper end of the scale :}

Lowest point on frame by frame view. About 4 frames after contact.Video says it is 30 frames per second, but who knows what might have happened to it so I doubt that can be trusted.

https://cimg2.ibsrv.net/gimg/pprune....58eb83f3bb.png

Looks like he hit the wire cutter at the front and later the stinger at the back, before settling on some (somewhat wider) skids. Tailboom would have had a downward flex first then an upward one as well.

The 206 with a hoist was limited to 300 lbs, but of course what you could lift in practice, besides all other considerations such as AUW, was subject to lateral CoG for which there was a graph to consult.

Yeah, but the hoist raised the load inside the skids, next to the bathtub. Not much moment.

This dude had them on the hook, and managed to loop the wire over the toe of the skid, so with the wire so much further out, the moment was a real surprise to him.

Good point AC and as they swung on the wire, the lateral C of G would be moving a long way out of limits - would be interesting to see a cockpit video, I bet he was simulating a 'full and free' control check with the amount of cyclic variations due to that swinging load.

I bet the torquemeter needle is a bit bent and the internals of the mrgb could do with an inspection, given the amount of pitch he is pulling on the way down.