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Posted on 9/16/26 at 5:25 pm to Chopper 2
If the helicopter is the one in the picture it is a nose mounted camera if it spun you would have known even if they had the camera locked on the spot it wouldn’t have been able to hold.
Posted on 9/16/26 at 5:42 pm to choppadocta
quote:
From someone who's worked that aircraft before , the first horn the pulsating one is the engine out horn which happens when the engine falls below a certain percent Ng or compressor speed. The pilot muted that horn and as the aircraft started to descend he would pull up on the collective which would then cause the low rotor RPM horn to go off as he manipulates the collective control the RPM would raise and lower which is why the horn came on more than once. Considering how low and how stationary they were they really didn't have a whole lot of choices where to auto rotate and try to land. Once the power comes off the aircraft is going to try to spin around its own axis from the torque of the main rotor continuing to spin forward flight can arrest this happening so that's why I don't believe this was a tail rotor failure, you can definitely hear the engine / transmission spin down. They were in the height velocity curve a bad section of it called Dead Man's Curve which means if something happens when you are at this AirSpeed & altitude combo there is not much you can do about picking your place to land.
quote:
choppadocta
I know very little in regards to helicopters which is why I had to ask Grok about the warning horns & then had to look for replies from credible sources.
I could definitely hear the spin down
My only gyro experience is from Harleys
Thanks for the insight
Posted on 9/16/26 at 5:52 pm to CocomoLSU
quote:
I know you don't see helicopter crashes very often, but I imagine it's pretty rare that people survive those, huh?
I know a guy who survived a helicopter crash and a plane crash. He is a Scotsman named Alan and has had an engineering career in the world’s oilfields. The helicopter stalled and auto-rotated perfectly to a landing. No one hurt, and no damage to the airship.
The plane crash was on landing. The wheels did not deploy. The plane was badly damaged and quite a few people were hurt. Alan didn’t have a scratch.
If you knew this guy the whole thing would be funny as hell. He is a stereotypical Scotsman - amateur boxer, heavy drinker, completely laid back unless something winds him up, then look out.
Posted on 9/16/26 at 6:41 pm to HarryHoudini
One of my friends Dad died in Dallas in a helicopter crash years back. He was a traffic reporter.
Posted on 9/16/26 at 8:24 pm to choppadocta
quote:
Once the power comes off the aircraft is going to try to spin around its own axis from the torque of the main rotor continuing to spin forward flight can arrest this happening so that's why I don't believe this was a tail rotor failure,
Agree and using the tail rotor pedals to counteract the main rotor torque probably added to the decay of the Nr. HOGE at that altitude comes with its risks as every pilot is well aware of.
I'm hearing the AStar was a Soloy conversion with the LTS101?
Posted on 9/16/26 at 8:33 pm to stout
quote:
Sad for the news crew, but imagine waking up this morning thinking it was a normal day, then a helicopter crashes on your head and kills you
Hell of a way to go out
And people called this a jump the shark scene
Posted on 9/16/26 at 8:58 pm to Traveler
According to the accident N358TV still had the Turbomeca (now Safran) Arriel 1D1 engine. I know back in the day the LTS 101 had a horrendous serviceability and reliability rate but they got that all straightened out once Honeywell bought the engine from Lycoming.
This post was edited on 9/16/26 at 8:59 pm
Posted on 9/16/26 at 9:02 pm to Chopper 2
quote:
which would caused the aircraft to yaw right.
In a Bell or Sikorsky it would yaw to the right, but with an Astar with its rotor turning in the opposite direction, wouldn't it be yawing to the left?
Posted on 9/16/26 at 9:14 pm to choppadocta
That is why I asked. I haven't pulled any reports yet. This was a B2/3?
I remember when the 350D model and the BH222A/B/U came out with the LTS 101's. The techs had fits with the sintered bearing packages and PT wheel cracks. Stressful times for those guys and engineering.
I remember when the 350D model and the BH222A/B/U came out with the LTS 101's. The techs had fits with the sintered bearing packages and PT wheel cracks. Stressful times for those guys and engineering.
This post was edited on 9/16/26 at 9:23 pm
Posted on 9/16/26 at 9:27 pm to Traveler
When I worked for PHI the older hands who worked on the 222 told me nightmarish stories about changing multiple engines in one 7 day hitch due to low power, cracks Etc. When I started a PHI, I was a light ship mechanic working on Bell and Eurocopter. When I got moved to the Exxon contract the base I worked at had a bell 206 L3 and a Sikorsky s-76A+ and a Beechcraft King Air 200 and soon after I was there they got rid of the 76 and got a Bell 230 which was a 222 with the Allison now Rolls-Royce engines. When I left they were getting ready to get a Bell 430 to replace the 230. Now I pretty much work on Bell light and mediums along with the turbine powered Robinson R66
Posted on 9/16/26 at 9:52 pm to choppadocta
Those same old guys could tell you about the long nights in MCY pulling C30’s out of new 76’s and on the other end of the ramp spending countless hours tracking 412’s. Those guys earned every penny and every nickel.
I’m sure you have seen a lot as well and you need to pass that experience on to the younger guys.
I’m sure you have seen a lot as well and you need to pass that experience on to the younger guys.
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