I used to play this video during my AS350 ground instruction to create open discussion. Sometimes it is the things you don’t expect to happen actually happen and what we try to learn from the unfortunate mistakes from others. Based on the circumstances, in my opinion I believe the pilot handled this like a rock star. Being able to quickly react appropriately to what happened, then to realize what happened, then to execute the best damn autorotation of his life. He did everything he could. But unfortunately those floats inflated asymmetrically which caused it to roll over and not stay upright. But all of this caused by a little strap to hold the passenger in the helicopter created a hazard of its own. And the fact that the poor, untrained and under prepared passengers couldn’t safely egress with the poor choice of a full body harness stood no chance to survive. Let alone the frigid water temps and panic while submerged. Bless their adventurous souls. This pilot should be recognized for being by a hero and doing everything he could to execute the best forced landing of his life.

@crazyralph6386

7 ай бұрын

It’s amazing that he had the wherewithal to attempt two air restarts, even turning the fuel level back on before jettisoning his floats for the flare? When practicing autorotations, everything happens pretty fast and it’s easy to get fixated on your airspeed and rotor rpm, trying to stay within the parameters of the HV curve. When you do enough of them throughout your career however, you can basically feel and hear what the helicopter is doing, allowing you to concentrate more on troubleshooting. Most likely a high time pic in this case.

What makes me sad, is that this accident was fully preventable and probably would not have occured if anyone noticing the closeness of harness and control had voiced their concerns vehemently enough. Surely, someone had seen and questioned this before but did not speak up or was ignored.

I'm surprised the people who chose those harnesses didn't check this possibility. Seems obvious. Also, did the harness not have a QR? They look like you have to step into them. I would never strap myself into a helicopter with no way of unhooking the straps. That's really dumb. At some point, the passengers need to be the pilot.

What did we learn during the training? It takes 8 (EIGHT) seconds for the floats to completely deploy! So, always fly that you have 8+ sec after engine failure before hitting the water! But that requires that you activate them on time!! He had enough time! Anyhow, he should have checked this pax harness before flight! He is the commander and responsible!

@ChipMIK

7 ай бұрын

Living in a perfect world spreadsheet or personal involvement in such a tragic accident would explain such text.

@akkseljohansson3601

7 ай бұрын

@@ChipMIK another question is, with which floatation system the 350 was equipped. This is relevant as there are multi-level different floatation systems available for the 350 series depending on the TTOM. That chopper was fully loaded. Has that pilot ever trained AR’s with a full load? I highly doubt it. We did that. Never heard of civvies doing it… But it always depends on the local authorities and the operator.

@ChipMIK

7 ай бұрын

@@akkseljohansson3601 You should have asked the company and not start blaming the pilot.

@akkseljohansson3601

7 ай бұрын

@@ChipMIK I don’t know if you are a pilot, but let me tell you a fact: whatever happens in and with a aircraft is the sole responsibility of the PIC. Regardless of company manuals or official regulations. I’m awaiting the NTSB report in which I hope to find the proper information regarding training of the pilot, the proper documentation of the pre flight calculations reg M&B,MTOM etc and the Ops manual.

@ChipMIK

7 ай бұрын

@@akkseljohansson3601 Working part ops on a mil grade twin-engine simulator. Sure the pilot is ultimately responsible for the safety but there are many factors and starting blaming the pilot as you did was the triggering factor for my response as one thing is the ideal situation where we often see even highly trained crews do deviations even if they are in a sim and should be prepared. 8 secs. for shifting to x-feed on clogged fuel-filter before flameout is a good example where they often get caught off-guard if doing anything but simply flying and then yet they doesn't always react in time. Survivable in a twin but killed the passengers here as there wasn't time for another restart. So yes, wait for NTSB before starting talking down on the pilot already would be more suitable.

Tragic. - But what I really want to know, how was this Harness certified to be used in this helicopter ? Anything and everything seems regulated extensively in aerospace, except this harness use. Who dropped the ball here ? I can't imagine the pilot was happy to take potential entanglement on board, but perhaps it was a job that payed his bills and he took the risk or he was just totally ignorant to the danger. Are there any statements by the pilot ?

The pilot survived, but did the others die?

@Feintgames

7 ай бұрын

Yup

This is why the EC 130 B4 was designed to fly LH, especially for tourist operators.

@heli_yeah

3 ай бұрын

Yet the main fuel shutoff is still in reach of passengers. Literally front and center (overhead).

City operation should be only approved for twin engines helos - that's the case over Paris I think. Nobody wants helos falling down right and left over highly populated areas.

We all know it, I'll just say it. People in the US just don't think. Anyone with half a brain would be aware of a strap with a loop hanging off the end dangling near control levers that are vital to the helicopters operation. Why even allow someone in the front. It should be like a taxi with a divide between passengers and pilot.

Shouldn't be happened again