A 269 auto's in a school yard this AM. Everyone's ok.

[John90290]

http://www.newsday.com/news/local/longisla...mostemailedlink

[lockedcj7]

http://www.newsday.com/news/local/longisla...mostemailedlink

 

I love how the superintendent said she was glad that no kids were outside. If they had been, I bet he would have picked another spot.

 

My guess is that the pilot probably picked that spot specifially because the area was clear and was in control all the way to the touchdown where he lost it and rolled.

 

Get a load of the parent who commented about how close the blades were to the building and said "it could have been a lot worse".

 

Of course it could have been worse but it looks like there was a trained pilot in control of the situation all the way to the ground and he made some good decisions. His execution at the bottom could have been better, but who am I to criticize? He and his passenger walked away from a real "engine-out" with minor injuries and no one on the ground was hurt.

 

Practice full-downs anyone?

[Witch]

Get a load of the parent who commented about how close the blades were to the building and said "it could have been a lot worse".

 

A building in the middle of a soccer field? The Schweitzer must have a laaarrrrrggggggg diameter rotor. What, 25'?

 

The media shouldn't interview those who embelish.

 

Later

[delorean]

Yeah.....the guy is a hero. In highly populated areas, sometimes school yards and big parking lots are the only places to go down in. I had a R44 overheat on me and had to land on historic Francis Field at Washington University (site of the 1904 Olympic Summer Games one of the top medical & law schools in the country.) Man, was that a freakin' nightmare getting the helicopter out of there the next morning after we got a ferry permit and changed some parts. Fire trucks, EMS, etc all had to be there. Never made the paper or the news though!

[67november]

go figure that, the local news couldn't do a follow up

[John90290]

NTSB Identification: NYC06LA106

14 CFR Part 91: General Aviation

Accident occurred Thursday, May 04, 2006 in Kings Park, NY

Aircraft: Schweizer 269C, registration: N38DM

Injuries: 2 Minor.

 

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

 

On May 4, 2006, at 1030 eastern daylight time, a Schweizer 269C, N38DM, operated by Wings Air, LLC, was substantially damaged in Kings Park, New York, after it contacted a fence and impacted terrain during a forced landing. The certificated flight instructor and non-certificated student pilot received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that departed Long Island MacArthur Airport (ISP), Ronkonkoma, New York, about 1020. The instructional flight was conducted under 14 CFR Part 91.

 

In a telephone interview, the instructor said that the helicopter was in cruise flight, about 1,400 feet, when he heard a "rumbling" from beneath and behind the cockpit. He said that from past experience, the sound was occasionally indicative of a "stuck valve", and that he was not immediately alarmed. Soon after, the rumbling "got loud," the oil temperature "got high," the oil pressure "dropped to zero," and the engine "just quit."

 

The flight instructor adjusted the flight controls for autorotation, and selected a high school athletic field for the forced landing. He attempted to extend the helicopter's glide to reach the field, while maintaining rotor rpm. Just prior to touchdown, the tail of the helicopter struck the athletic field's perimeter fence, which resulted in a loss of control, and collision with terrain.

 

The student pilot's account of events was consistent with the instructor's. He said that he was monitoring the engine gauges when the rumbling sound began, and watched the oil pressure gauge "drop to zero" before the power loss.

 

The flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, multi-engine land, rotorcraft helicopter, and instrument airplane and helicopter. He reported 1,600 total hours of flight experience, 1,100 hours of which were in helicopters, and 900 hours of which were in make and model. His most recent second-class medical certificate was issued in January 2006.

 

The student pilot held no certificates, and had accrued 2 hours of flight instruction.

 

The helicopter had accrued 2,157 total aircraft hours. It was on an annual inspection program, and the most recent 25-hour inspection was completed on April 12, 2006.

 

At 1056, the weather reported at Long Island MacArthur Airport, included few clouds at 3,500 feet and winds from 300 degrees at 5 knots. The temperature was 66 degrees Fahrenheit, and the dew point was 53 degrees Fahrenheit.

 

The helicopter was examined and photographed at the site by a Federal Aviation Administration (FAA) Inspector. Examination revealed that all major components of the helicopter were accounted for at the scene. After a cursory examination of the wreckage, the helicopter was moved to a secure facility on the MacArthur/Islip Airport.

 

The instructor reported that there were no deficiencies with performance and handling of the helicopter prior to the loss of engine power. Examination of the engine revealed that the engine could not be rotated by hand. Removal of the oil suction screen revealed a high concentration of metal particles.

 

The engine examination was suspended, and the engine was moved to the Lycoming Engines Factory, Williamsport, Pennsylvania, for further examination.

[svtcobra66]

I bet that student with 2 hours of instruction is going to reconsider his career choice

[justfly]

I bet that student with 2 hours of instruction is going to reconsider his career choice

...or at least his underwear choice... bet that pair is SHOT!

[AndrewT]

Jeez, i used to fly that ship. Just got off the phone with a friend who instructs there, he said that the student and pilot are fine, but the helicopter is in pretty bad shape.

[Goldy]

Jeez, i used to fly that ship. Just got off the phone with a friend who instructs there, he said that the student and pilot are fine, but the helicopter is in pretty bad shape.

 

 

Andrew- It just wasn't your turn....but don't worry, keep flying and that turn will come around sooner or later! Actually, that would be a good new post, how many pilots get checked out on auto's regularly...or perform them enough that they feel prepared on the first try ????hmmm

[RotorWeed]

I try to do one or two autos every time I fly.

 

RW

[Brianmech72]

First off, this question is from Mr. Newbie who doesn't have his introductory training flight until next Friday. But when you do an auto on purpose, is it something you can get out of if it isn't going right? When do you know its not going right (somewhere before the sound of tearing metal I hope). Do you actually shut down the engine or take it down to idle and are able to ramp back up if needed.

 

I try to do one or two autos every time I fly.

 

RW

[RotorWeed]

First off, this question is from Mr. Newbie who doesn't have his introductory training flight until next Friday. But when you do an auto on purpose, is it something you can get out of if it isn't going right? When do you know its not going right (somewhere before the sound of tearing metal I hope). Do you actually shut down the engine or take it down to idle and are able to ramp back up if needed.

 

We roll the throttle off after the collective is lowered. If we need to abort the auto, simply add power and go around.

 

RW

[justfly]

...when you do an auto on purpose, is it something you can get out of if it isn't going right? When do you know its not going right...

*NOTE* different aircraft/instructors/schools may employ different techniques. The following does NOT replace the need for QUALIFIED dual flight instruction, nor supplant your instructor's recommendations! <_>

 

Brian - not only can you get out of it if it isn't going right, you should! For the R22, Robinson advises:

As the aircraft descends through 100 feet AGL, make an immediate power recovery if the following conditions

do not

exist:

1. Aircraft aligned with the touchdown point

2. Rotor RPM in the green

3. Airspeed 60 to 70 KTS

4. Rate of descent less than 1500 FPM

So, if you're descending through 100 ft AGL and the aircraft is not aligned with the touchdown point, rotor RPM is not stabilized in the green, airspeed is not between 60 to 70 kts, and rate of descent is greater than 1500 fpm, you know it's not going right.

 

Do you actually shut down the engine or take it down to idle and are able to ramp back up if needed.

The power recovery has been described by RotorWeed.