LupineChemist wrote:Do we know the status of anyone. Lots of reports Vichai was on board, but nothing regarding if anyone on board died/survived.
LupineChemist wrote:We don't have any confirmation that anyone on board has died. Lots of crashes have looked bad with miraculous results, lets not declare them dead prematurely.
News sources are only confirming who was on board but nobody has actually indicated a death.
Armodeen wrote:Very sad. I am surprised no footage of the actual accident hasn’t arisen given the public area it occurred in.
eicvd wrote:Mr Srivaddhanaprabha was also a prominent race horse owner. My thoughts are with those involved in this accident, their families & their friends.
neutrino wrote:eicvd wrote:Mr Srivaddhanaprabha was also a prominent race horse owner. My thoughts are with those involved in this accident, their families & their friends.
Just to set the record straight, according to Thai conventions, the gentleman should be referred as Mr Vichai or Khun Vichai, using their own honorific. The given name, not the family name, comes after the courtesy title.
Leicestershire police have named the other four passengers as Nursara Suknamai and Kaveporn Punpare, both members of Vichai’s staff, pilot Eric Swaffer and passenger Izabela Roza Lechowicz.
wjcandee wrote:The obvious response to a tail rotor failure or LTE is to chop the power, forcing the transmission to do an engine/rotor disconnect. The spin will stop immediately, but you then immediately must execute an autorotation, or at least enter into one. At hover in ground effect, you let the helicopter start to settle and cushion the landing with a smooth upwards application of collective pitch, using the kinetic energy in the rotor system to cushion the landing. At a decent altitude with some forward speed, you bottom the collective so that rotor system keeps turning and developing kinetic energy from the loss of altitude (air rushing up through it). All helicopters have an optimal unpowered forward speed for slowest rate of descent, which is a memory item. They also have an optimal unpowered forward speed to make the most distance. Lose the tail rotor completely in a hover at a decent altitude, you enter the autorotation and apply forward cyclic to develop forward speed and complete the landing like any autorotation. If you experience LTE in a hover out of ground effect at a decent altitude, you bottom the collective, enter the autorotation, and develop some forward speed. This is usually enough to suppress the LTE and permit you to make a prompt recovery under power (i.e. pull the power back in and cause the rotor system to reconnect and continue flying as you originally-intended).
IADFCO wrote:From the footage just before impact from the security camera (sorry, I can't find the link right now) it would seem that the pilot had managed to reduce the yaw rate to essentially zero, but I can't see any sign of an autorotation-type final flare. The aircraft seems to just sink at an almost constant pitch attitude toward impact with little or no forward speed.
wjcandee wrote:Interesting because the Twitter footage I saw, which was very good, the thing disappears out of the frame while in a slow spin. But of course I didn't see it all the way down. He lost a lot of altitude before the transmission disconnect, if it occurred, so that's too bad. He may have had trouble causing the disconnect, for a variety of reasons, including realizing that that's what he had to do. I'm not surprised that he couldn't/didn't have a steep flare if he didn't have forward speed. All he could do is try to cushion the landing with the collective which, believe you me, it is hard psychologically to bottom (push down) when you're really craving altitude (vis. AF447 for similar psychological issue). But that's the only way to build up enough kinetic energy to cushion the landing, especially if you're falling essentially straight down from a hover. There also could have been other aerodynamic forces working on the thing at that point to make it difficult to develop forward speed (something that happens sometimes, for example, in vortex ring state). I don't claim to be aware of all the peculiarities of this model, but I do know that each model has its own potentially-dangerous idiosyncrasies (like the Huey Tuck, etc.).
I'm sure that in one of the many military pilot or logging pilot forums out there, someone knowledgeable has analyzed the video better than I can. (I mention military only because, when in action, those guys get a lot of time and a lot of squirrly situations arising from non-optimal flight conditions.) I would be curious to read it if it exists.
On the other hand, there was the allegedly-former Puma pilot who told the BBC that "if you lose your tail rotor, it's almost impossible to get out of". Huh? Did he not have the same training I did in the first 10 hours of instruction? Or have they stopped doing tail-rotor-failure simulations in low hover now like they have to-the-ground autorotations from altitude? Scary the first time, but completely-invaluable learning to chop the engine and do an immediate autorotation to the ground. You never forget how fast the spin stops when the transmission disconnects (and how fast the thing spins before you do).
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