milehigh Posted February 15, 2014 Report Share Posted February 15, 2014 I was flying an R44 yesterday with 3 passengers on board up onto a mountain side. On approach to the LZ i checked my Ts & Ps and noticed the CHT was reading slightly lower than normal, I thought that is odd considering the resonable climb id just had, I took a mental note to keep an eye on it for the rest of the day and suspected guage failure as everything else looked fine. As I flew past observing the LZ on the side of this very steep mountain at 4,500 ft my low RPM horn came on, I observed both rotor and engine rpm decay. From here everything happened very quickly and with the ledge now down wind and behind me as the only possible landing spot ( cliffs all around it ) I only had time to react. I turned down wind lowering collective a little with the throttle wound hard open, initiated the flare observing 80% rotor and Engine RPM before applying FULL collective, I overshot the little cleared square buy half a skid length and was perched awkwardly in the tundra. But over all and ironiclly I have had rougher landings. I then lowered collective with throttle still open and the engine slowly wound back up to the green, it was running seriously rough so I performed a mag check as I've had numerous mag failures ( not nearly as dramatic as this was! ) they checked out fine temps and pressures were all ok except CHT reading nothing, again I suspected gauge failure as I've had that previously so I tried picking it up into an inground effect hover, perhaps shouldn't have but I really wanted to know what was going on and how I had ended up merely inches from meeting my creator!, 25 inches of manifold pressure and hardly light on the skids and once again low rpm horn. So I shut it down, called for an engineer and another helicopter for my passengers. I returned today with engineers and they discovered the front left cylinder which is the cylinder that the CHT probe is connected too had an injector that was completely blocked by a peice of thread tape ( thread tape is not allowed to be used on these engines! ) an investigation into our maintainence company will follow... I do not wish to disclose my name, country, company or location. I have been flying for 10 years, mainly Astars, this was only my third flight in the 44 after a year away from them as this machine was straight off a full overhaul. Hopefully I don't get ripped to shreds for my story, there is a few people on here that appear to always know better and hind sight is always a usefull thing! When your *** is on the line you do what you have to, hopefully by instinct because there is not time for anything else! I hope this story is useful to someone out there. In the Robbies defence ( although I'm not their greatest fan, I have done a fair amount of flying in them ) had I been in an Astar in a comparable situation I think I would have fallen short and ended up in a tangled mess somewhere way down the mountain side. Very greatfull to still be alive but am struggling with the idea of continuing forward with this career, our job is hard enough, sometimes feels like the world is against us but when your helicopter turns against you too what do you have left, maybe just the wife and kids at home worring about you!????? 4 Quote Link to comment Share on other sites More sharing options...
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