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Torque Split

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Posts posted by Torque Split

  1. The flight director may have been trying to increase collective to maintain altitude, if they were losing altitude due to VRS  which would exacerbate the situation. Increasing collective is the one thing you don't want to do when in Vortex Ring State. High energy crash could mean going down vertically with a high rate of descent which happens very quickly in VRS as you have no lift.

  2. If and I say if.........................the aircraft was flying slow on the downwind leg and then started a turn for final, its possible the A/C entered into Vortex Ring State.  They most likely would have had to pull in some power in the turn to prevent losing altitude. An aircraft in Vortex ring state will not respond to pulling in power to prevent descending and only makes the condition worse. The only thing one can do at this point is to increase airspeed to fly out of it and if possible reduce power.  If this was the case, then the aircraft would have failed to respond to the control input if he used the collective to stop the descent.


    What the report is saying in plain language, McWha said, is that the pilot attempted to correct some sort of problem, but the aircraft failed to respond to his control inputs and crashed, hence the conclusion that the aircraft “did not respond as the crew would have anticipated.”

  3. As per the Flight Manual please see the following:

    Flight Manual Paragraph 2-6-B.




    Throttles -Set to idle. 


    Uncommanded control movement or motoring with either hydraulic system off may Indicate hydraulic system malfunction.


    HYDR NO. 1 switch- OFF, then ON.


    HYDR SYS NO. 2 switch -OFF, then ON.


  4. There is a hyd check at idle and at full rpm on the 212.  First check is at idle to ensure that if something was wrong with the system (eg:motoring servo) you should be able to overcome the forces.  Also at idle, to be overcome forces if the hyds were not enough to override unusually stiff flight controls (possibly mechanical issues with the flight controls eg: minimum frictions set too high or swashplate issues)  You wouldn't want to find out you have these issues at full rpm as you may not be able to overcome the flight forces.  Next check is at full rpm to ensure that everything functions normally at full rpm and flight forces.   You already know at this point that there shouldn't be any major issues as you already determined this with the idle check. 

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  5. Loss of Tail Rotor Effectiveness (LTE) 7.6.1    Aim: For the candidate to identify and react to a loss of yaw control of the aircraft.     Loss of tail rotor effectiveness can be described as the tail rotor not having enough authority to stop the aircraft from yawing. This can be caused by the tail rotor physically not having enough control (Such is the case with the 204 and 206.  The 204 has a long tail boom and a large vertical fin with small tail rotor blades.  When the wind hits the fin at a 90-degree angle there is not enough control to stop the yaw rate.) The other type of Loss of tail rotor effectiveness is an aerodynamic phenomenon.  The aircraft basically has two different directions of airflow, causing a vortex ring to be set up through the blades.     On a North American aircraft when viewed from overhead the main rotor blades rotate counterclockwise.  This causes the fuselage to want to rotate clockwise. In order to counter this, the tail rotor puts out thrust, which stops the clockwise rotation. The air comes out the left side of the tail rotor. Any time we have a direction of wind trying to go the opposite way it can cause the tail rotor to get into vortex.     There are numerous ways to impart an airflow that goes the opposite direction through the tail rotor disc. 1.    Downwash from the main rotor blades with a slight wind from the 11:00 position can drift through the tail rotor disc. 2.    Wind, hitting the large vertical fin from the right side, can cause the aircraft to start to rotate to the right.  This will result in a flow of air through the tail rotor disc in an opposite direction than the air already coming out of the disc.  If the aircraft rotation continues to accelerate, the pilot tries to counteract by putting in more left pedal and causes more air to come out of the left side tail rotor.  This condition now has two directions of airflow and will cause a vortex ring. 3.    If not corrected soon enough the aircraft rotates faster and the pilot puts in more pedal thereby making the condition worse. 4.    Downwind flights at a low airspeed with moderate winds can also set up the components for a loss of tail rotor effectiveness. While flying downwind we usually have a higher power setting and hence more left pedal applied. Should the relative wind cause the aircraft to start to rotate right there is insufficient tail rotor control left to stop the rotation. The rotation develops very quickly and there is an induced airflow through the tail rotor that is opposite to the direction of the thrust and vortex ring develops.     Should you get into a loss of tail rotor control, the corrective actions are to reduce power and increase forward speed (into wind) if possible; if the conditions or your altitude do not allow this, enter autorotation. The best way to avoid LTE is to recognize and avoid the conditions that are conducive to LTE.

  6. Make sure that if you have any item on a temporary mount above the dash on the bell mediums , what could happen if it fell off and landed on any of the switches on the centre console. Wouldn't want to have to explain why the engine over sped when the Gov switch was bumped to manual, or a fuel switch was bumped to the off position.  I know they are supposed to be lifted to move the switch, but ya just never know!!

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  7. I have had a few Astars that had the "lumbar" portion of the back seat cushion in the wrong place.  They were too high and caused back pain very quickly.   Make sure that the back part of the cushion is put in first and the base cushion next.  This ensures that the lumbar part is low enough to be where it should be.  There are aftermarket cushions out there where the lumbar cushion is adjustable to ones height.  You open up the side zippers one the side of the back cushion and move the small lumbar cushion up or down to your comfort. HeliCushion by Helicart.com is one that is made in Canada.  Check it out!

  8. I don't think there has ever been a question as to what flying time has to be entered into the aircraft logbook.  Its called "Airtime" and its only when the skids are free of the ground.

    The dilemma is; what does a pilot enter into his flight time as far as his Flight/Duty time entries and personal logbook?  They may have flown 10 hours (Air Time...Skids free) but may have been at the controls for 14 hours with the aircraft running (doing numerous takeoffs landings and waiting for the customer).  In which case the pilot will become fatigued much quicker than if he/she logged 10 hours for their flight/duty time.  Flight time (for Flight/Duty entries) should be the time at the controls from the first takeoff until final landing for the purpose of shutting down.

    In my opinion, we should log air time (skids free) in our logbooks (aircraft and pilot) for all training requirements and licences.  This would also match the aircraft logs if anyone had to verify times. This would also ensure that companies would not have you enter a .7 or .8 into an aircraft logbook and a 1.0 flight time as the training time.   

    My personal opinion





  9. Worked with Al and he was a friend, mentor and gentleman!….. It was once said, that the pilot hours average at Remote Helicopters was over 10000 hrs. ….. Due to the incredible amount of the hours that the "senior" pilots had, yet they were always willing to share their "lessons learned" through their stories. Thanks Al !


    It will be quite the get together when he joins Doug and Sandy upstairs.


    My condolences to his family.


    Jim Archibald

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