http://www.kathrynsreport.com/2021/06/bell-206b-jetranger-n134vg-griffiss.html</a>

News day for the 1 day shy of a MONTH old report!!

"We are from the FAA and we are here to help you !"

Help you RIGHT out of Business!!

This is the report with comments from pilot and faa...

When are 206B pilots going to realize that in a descent at flat pitch, it's REALLY hard to tell whether the throttle is at Idle or Full.  Looking at the gauges doesn't tell you much.  You do *not* get a reliable or noticeable N2 needle-split in a C20/C20B.  Pilots who expect to see a needle-split have been misinformed or trained badly.  And even at Full throttle, at flat pitch the N1 may be down close to 62%, which looks a lot like Idle.  Now, if both pilots swear that the throttle was at Full, then "something else" caused this hard landing.  

that's what happened. And does anybody actually look at the gauge to try to determine if they rolled the throttle back on or not? No. 

Did you even read the report?  I thought not.

Any mechanic that maintains a BH206 and doesn't know how to rig the N1, N2 & and systems has no business working around that helicopter. It isn't rocket science and the MM is very clear on the procedure. Also, when the maintenance task is completed, the pilot should confirm the setting are correct before it is returned to service. 

"Hmmm….. every practice auto should be expected to become a real auto. Rapping an engine off and literally hoping it will return to full power is stupid. Throttle linkage is sketchy in most helicopters ..."

Aaaaand we don't need to read any further than that.  "Most helicopters??"  Wow.  Obviously that poster has very little or zero experience in 206's.  On the other hand, I have literally *tons* of time in all models of 206's.  And in my lifetime of flying them, never did I have one quit when rolling the throttle down to Idle after landing.  NOT ONCE.  But yet some pilots think that just because you're doing a practice auto that the engine is going to quit *this* time?  Sheesh, paranoid much?  

We don't know what happened in this event.  Maybe the poor schlub flared a little high and then pulled fast as it dropped in vertically, and maybe he drooped the rotor down and they got into the dreaded "settling with power."  Maybe there was actually something wrong witih the engine.  Who knows. Who cares.  But the accident report mentions that the pilot undergoing the 135 ride and the FAA guy both checked the gauges to look for...something...something the gauges would and could not tell them.  More attention should have been paid looking outside the aircraft and making sure they were in a position where they could land safely if the engine did not respond properly. The guy was on a 135 ride, not a PPL checkride.

In any event, being worried that the engine is going to quit on this next practice auto is just silly.

You are both right. In a well maintained helicopter it should not be a concern. That said ALOT of helicopters, i dare say about 50% flying in this country are not what I would call well maintained. As a result. There have been many accidents where practice autos turn into real autos, in robinsons, 206s 500s and Im sure in other helicopters as well.

I wonder why they put so much money into a 1974 jet ranger.

who ever paid for that was obviously lied to!

for years