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Random Griz Aviation Musings

GroundPounder

Well-Known Member
The recovery team, Lone Star Retrieval, got a call while they were hoisting mine to prepare for a 737 crash in Hawaii that happened a few hours ago.



Glad you are safe, I was actually tracking you flight, and wondered at the time why it was only 10 minutes.

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HAL Pilot

Well-Known Member
None
Contributor
Looks like they lost #1 on takeoff and then #2 overheated and failed prior to making it back to an airport.

Listening to the ATC audio, the spent a lot of time flying away from the airport while running a checklist. Should not have been a problem but #2 started acting up. Shitty.
 

ChuckMK23

FERS and TSP contributor!
pilot
Looks like they lost #1 on takeoff and then #2 overheated and failed prior to making it back to an airport.

Listening to the ATC audio, the spent a lot of time flying away from the airport while running a checklist. Should not have been a problem but #2 started acting up. Shitty.
would the crew have egressed out of the overhead hatches or somewhere else like pax door?

There is some fantastic video from CG showing MH-65 at work and later interview with helo crew.

ATC audio is a mess - similar call signs on freq and a lone controller managing multiple freqs.

Glad it turned out well for crew.
 

taxi1

Well-Known Member
pilot
Looks like they lost #1 on takeoff and then #2 overheated and failed prior to making it back to an airport.

Listening to the ATC audio, the spent a lot of time flying away from the airport while running a checklist. Should not have been a problem but #2 started acting up. Shitty.
Whew, glad they lived, I assume neither had any buoyancy on to help stay afloat. Close run thing for the 58 year old. Still.

We lost an engine off the cat once, and while holding overhead to recover I remember thinking that while it’s good to have two engines, the same tech worked on both engines.
 

wink

War Hoover NFO.
None
Super Moderator
Contributor
We lost an engine off the cat once, and while holding overhead to recover I remember thinking that while it’s good to have two engines, the same tech worked on both engines.
Your concern was warranted. Lost a generator on taxi at Lemoore to fly back to CV . Started APU and given the good weather and need to get back to the ship, we pressed on. Not 5 minutes after take off the other generator dropped off line. Yep, same sailor over serviced both. They quit within 15 minutes of each other.
would the crew have egressed out of the overhead hatches or somewhere else like pax door?
No overhead on 737. Cockpit side "clear view" windows slide open. It is a tight fit for some guys. Front left main cabin entry is required to be armed even when only cockpit crew on board. SOP was to simply open that door and exit. Slide can be used as raft and I am sure larger raft was in the cabin overhead. Probably not worth the effort given proximity to shore and good mayday. They could have grabbed personal flotation from under or behind their cockpit seats on way out.
 

Randy Daytona

Cold War Relic
pilot
Super Moderator
Sadly, the journey came to temporary end today. About 10 minutes after taking off from KGYI I suffered a pitch-link failure (the bolt snapped and lost tail rotor effectiveness. I was about 750 AGL and despite the mild spin I was able to manage an autorotation into a rather rough pasture. The landing was a bounce-fest but I kept her upright and on target. She is currently sitting straight and level on the skids with no visible damage from the landing. The FAA investigator said the hole the link bolts through was severely worn.

View attachment 31434

The cows will be interested in this!
View attachment 31435
It took Fire and EMS about an hour to find me (I am entirely uninjured) but they were great. Now, sadly, I have to break the news to my wallet.

Nice job flying. Were you able to fly at all without the tail rotor or was it an immediate autorotation? Some helicopters like Eurocopters handle a loss of tail rotor pretty well, others like Bells not so good at all - not sure where the Enstrom fits on that spectrum.
 

Griz882

Frightening children with the Griz-O-Copter!
pilot
Contributor
Nice job flying. Were you able to fly at all without the tail rotor or was it an immediate autorotation? Some helicopters like Eurocopters handle a loss of tail rotor pretty well, others like Bells not so good at all - not sure where the Enstrom fits on that spectrum.
It was immediate. Basically a loud pop (probably the bolt head hitting the tail rotor cuff) and then some heavy vibrations from the tail. The Enstrom has a very very docile autorotation but without tail rotor control you need to milk the throttle and collective to keep the nose more or less forward. The POH says I could continue on for a bit but the sudden yaw in the nose and strength of the vibration shook my confidence so down I went. If I had been with another pilot we might have gutted it out together with some shared headwork.
 

Jim123

DD-214 in hand and I'm gonna party like it's 1998
pilot
Fun fact- the H-60, as it was on the drawing board, had a pretty big tail pylon (vertical fin), enough to fly without any tail rotor if given enough forward airspeed. The trade-off for hovering crosswind limitations was too great and they ended up with the moderately sized version you see on all of the production birds. They put a lot of survivability into that aircraft from lessons from Vietnam.
 

Seawolf42

Active Member
It was immediate. Basically a loud pop (probably the bolt head hitting the tail rotor cuff) and then some heavy vibrations from the tail. The Enstrom has a very very docile autorotation but without tail rotor control you need to milk the throttle and collective to keep the nose more or less forward. The POH says I could continue on for a bit but the sudden yaw in the nose and strength of the vibration shook my confidence so down I went. If I had been with another pilot we might have gutted it out together with some shared headwork.
Griz, Don"t sell yourself short. With your time in aircraft, high DA going into unprepared zone was a bit of outstanding flying. Having T/R gearbox failure while high and (too) slow in UH-1 was a handful but worked out OK, as well as engine failures a couple of times at sea level pretty much standard day was routine after 1000 plus hours and many practice autos in the UH-1. I would say all of mine were cakewalk compared to yours.
 

Griz882

Frightening children with the Griz-O-Copter!
pilot
Contributor
I’m back in the commonwealth. My only SERE needs were cow-pie avoidance techniques, fire-ant bite first aid, and finding out where the best BBQ was located (Crackle & Oink). I am a bit emotionally damaged that part of my tail rotator propeller left me.
 

Randy Daytona

Cold War Relic
pilot
Super Moderator
It was immediate. Basically a loud pop (probably the bolt head hitting the tail rotor cuff) and then some heavy vibrations from the tail. The Enstrom has a very very docile autorotation but without tail rotor control you need to milk the throttle and collective to keep the nose more or less forward. The POH says I could continue on for a bit but the sudden yaw in the nose and strength of the vibration shook my confidence so down I went. If I had been with another pilot we might have gutted it out together with some shared headwork.

Sounds like good decision making. Sudden yaw is definitely a tail rotor issue and with a Eurocopter you can continue to fly while in many Bells you need to start your autorotation (anyone know about the new TH-73 ? ). However, if you felt a strong vibration, that could lead me to believe something structural was going, possibly losing your tail rotor gearbox and the unpleasant CG shift that would cause - good decision to put it down and nice stick and rudder to do it in a high DA environment with no damage to an unprepared field.
 
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