Partial information on the TSB report would leave you to believe that everything was ok other than engine, and pilot's report would have you believe maybe hydraulics failed, although the pulley/pump assembly were attached(albiet ripped from mounts). The instant yaw to left while having accumulators charged(although they only had 150 psi - should be up around 210-220 psi) would make the pilot believe there was a t/r problem as he would not feel any hyd feedback only loss in t/r hydraulic assist.
But thats where in my mind the problem starts, why would a pilot with his experience not recognize after the intial shock the loss in hydraulics. He recovered from the hover to forward flight, unless he's totally fkd up he would have had time to observe which warning lights were on and begin to feel the hyd feedback and regain control, this seemed to just not happen.
Maggs, is the possible damage to the engine the result of an overspeed, this would explain left yaw, and loss of control. If the pilot didn't rectifiy the overspeed soon the a/c would become uncontrollable. I know of a B1 that got wrecked on the ground because pilot put fcu lever in emergency while strobbing t/r. The mechanic told pilot to bring it up to 100%, pilot new to Astar thought he meant 100%NG. It didn't work.
Horns and lights from eyewitnesses are usually not reliable, but TSB can tell which lights were on at impact if the impact was hard enough to break the filaments in bulbs. I would guess hitting the brick wall was hard enough.
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But thats where in my mind the problem starts, why would a pilot with his experience not recognize after the intial shock the loss in hydraulics. He recovered from the hover to forward flight, unless he's totally fkd up he would have had time to observe which warning lights were on and begin to feel the hyd feedback and regain control, this seemed to just not happen.
Maggs, is the possible damage to the engine the result of an overspeed, this would explain left yaw, and loss of control. If the pilot didn't rectifiy the overspeed soon the a/c would become uncontrollable. I know of a B1 that got wrecked on the ground because pilot put fcu lever in emergency while strobbing t/r. The mechanic told pilot to bring it up to 100%, pilot new to Astar thought he meant 100%NG. It didn't work.
Horns and lights from eyewitnesses are usually not reliable, but TSB can tell which lights were on at impact if the impact was hard enough to break the filaments in bulbs. I would guess hitting the brick wall was hard enough.
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