RIP John Nagle

Typical Dan Gryder "Probable Cause" video.

The video seemed more focused on the FAA regulations that weren’t followed and the idea that someone was making money than anything about the probable cause of the accident.

Dan Gryder has been cited for breaking multiple FAA regulations and arrested for aggravated assault and obstruction in relation to the FAA violations.

I watched the video and saw very few facts related to the accident and no probable cause.

I still don’t know if it was an emergency landing or simply a low level wire strike.

I still don’t know how high the wires are.

The video of the flight I saw was not what I would define as NOE.

I doubt if anyone involved was doing it for the money.

It is my understanding that the Helicopter was particularly well maintained by well trained A&P mechanics.

There were two commercial helicopter pilots and one private helicopter pilot on board.

Rest in peace my friends.
 
Sv.grainne said:
Yeah, that surprised me as well. We did it in the 60 and 70s while working out avionics for Cobras and LOHs.

Bobby
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That's why TFR (terrain following radar) was developed.
smiles,
Charles
 
I had never seen one of that guy Gryder's videos before, but that one was just ludicrously BAD. His repeatedly saying "MarPar", even while explaining that he knew it was incorrect, and then saying "map of the earth" were really just laughable.
Even if some of what he says is true, why would I ever believe that he actually knows what he's talking about?

I do rather agree, though, that if you're going to fly NoE, you had better know exactly where you are going and what you'll be flying over.
 
I have never worked on a turbine engine. Some of the participants in this Forum have, however. So a question for them:

Would it really have been possible to detect the onset of cracking in the turbine blades by just LOOKING at them (even if the engine were partly disassembled)? Or would such cracks show up only with a dye test or other lab-grade inspection technology? And, if the latter, are such tests done in such periodic inspections?

IOW, would it have made any difference had the operator followed the more stringent inspection program? Or had the engine in fact exceeded its "real world" safe operating hours?

If nothing else, this horrible crash proves yet again that limited-life components are limited for a reason. We build aircraft to be light. To accomplish that, we frankly trade away the sort of over-building that makes, e.g., beat-up old dump trucks indestructible. 'Tain't so with flying machines. Compared with dump trucks, aircraft are flimsy and don't stay put together forever.
 
Doug, just looking is a little more than what people think. In most “look to inspect “ situations you use a magnifying glass to detect the cracks. If you even think you see a crack you follow the more stringent requirements of the manual. If your situation isn’t covered you call the manufacturer tech support.
 
Doug Riley said:
I have never worked on a turbine engine. Some of the participants in this Forum have, however. So a question for them:

Would it really have been possible to detect the onset of cracking in the turbine blades by just LOOKING at them (even if the engine were partly disassembled)? Or would such cracks show up only with a dye test or other lab-grade inspection technology? And, if the latter, are such tests done in such periodic inspections?

IOW, would it have made any difference had the operator followed the more stringent inspection program? Or had the engine in fact exceeded its "real world" safe operating hours?

If nothing else, this horrible crash proves yet again that limited-life components are limited for a reason. We build aircraft to be light. To accomplish that, we frankly trade away the sort of over-building that makes, e.g., beat-up old dump trucks indestructible. 'Tain't so with flying machines. Compared with dump trucks, aircraft are flimsy and don't stay put together forever.
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Most turbine engines are Borescoped on a scheduled basis. Cracks in the turbine blades are one of the things that they are looking for along with erosion of the blades and the condition of the burner can or cans as the case may be.
Yes they can be seen.

Rick
 
Had they been in a more favorable area, they probably would have been able to land without a problem. West Virginia is gnarly... I go there to ride dirtbikes every now and then and there isn't a ton of places to make emergency landings in a aircraft.
 
John was one of the first 3 (John, John Craparo, Dayton Dabbs) gyro-pilots that I met.
I vividly recall the lunch meet-up; their passion for the sport lit the fire.
 
GyroRon said:
Had they been in a more favorable area, they probably would have been able to land without a problem. West Virginia is gnarly... I go there to ride dirtbikes every now and then and there isn't a ton of places to make emergency landings in a aircraft.
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Nasty Gnarly "tiger-terrain" ...TRUE!

Sadly - that flight was away from the regular track over the more open areas!
 

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I used to communicate quite a bit with John, have dinner when he was in town etc. He was always so proud of his wife and daughter. Hopefully they are doing OK.
I miss our chats.
 
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