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Default Edinburgh Clutha helicopter crash.
by Notebook 10-30-2019, 07:56 PM

I thought there was a thread on this, but can't find one.

Quote:
On the evening of Friday 29 November 2013, a Police Scotland helicopter left its base in Glasgow.
Captain David Traill was at the controls of the Eurocopter EC135 which was on routine call outs.
Almost 100 minutes later the aircraft crashed onto the roof of The Clutha bar killing three on board and seven inside.
https://www.bbc.com/news/uk-scotland...-west-50229096

https://www.gov.uk/aaib-reports/airc...-november-2013

Later report:
https://assets.publishing.service.go...015_G-SPAO.pdf

Last edited by Notebook; 10-30-2019 at 08:08 PM.
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Old 10-30-2019, 08:18 PM   #2
Urwumpe
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Weird crash - why didn't they react to any malfunction during the flight?
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Old 10-30-2019, 08:27 PM   #3
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It is, especially with the pilots history.

The Later Report above is very interesting, especially from P.42 sec 1.11.4.1.1.

Didn't know warning systems kept that sort of data, but makes sense.

From the appendix

Quote:
2.12.1 Total Power Loss
A total loss of power to the rotor, due either to engine or transmission failure, will result in a very rapid decay of rotor RPM. The rate of decay will depend on the amount of power being used at the time of failure and will be greatest in high power and low speed conditions. As a general guide, the rotor RPM will decay to the transient poweroff minimum in approximately 2 seconds.
Following a single engine failure it is particularly important to be prepared for the failure of the second engine. Engine failures can have common causes, e.g. icing, fuel contamination or possible damage to the operative engine following a serious first engine failure. When carrying out air tests or training with one engine retarded, the live engine is often working at high power and a failure of this will cause rapid rotor decay. Pilots should familiarise themselves with the indications of a second engine failure (usually this will only be the low rotor RPM warning as RPM decays) and maintain a hand on the collective as much as possible to reduce the delay before the collective is lowered should the second engine fail.
In the event of total power loss in anything other than hovering flight, the prime consideration must be to contain RRPM [Rotor RPM] within safe limits by lowering the collective lever fully and immediately.
Air Accident Report: 3/2015 G-SPAO EW/C2013/11/04
Crown Copyright 2015 G-2
Appendix G cont
The single most important aspect of a successful autorotation is the maintenance of sufficient RRPM. Do not allow your attention to be diverted away from this function for any more time than is absolutely necessary. Loss of RRPM will be fatal. High RRPM during the flare should be seen as a positive result of good RRPM management during the descent and will contribute to a successful outcome.

Last edited by Notebook; 10-30-2019 at 10:13 PM.
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