Results Of Inquest Into Grand Canyon Helicopter Crash And Deaths Of British Tourists Announced

British coroner report is out this month as part of litigation proceedings over there and complements the Jan NTSB report.  Has anyone here changed the way you do things since this very tragic accident? Have an opinion? (les history repeat itself)

------------None of the five victims suffered any trauma in the initial impact, but died of thermal injuries and smoke inhalation after the helicopter caught fire 'within a matter of seconds'.------------

http://aerossurance.com/helicopters/grand-canyon-air-tour-tailwind/</p>

https://youtu.be/MGC0jeDUD9Q  The myth of losing tail rotor effectiveness

"Prepare for the unknown by studying how others in the past have coped with the unforeseeable and the unpredictable.” 
― George S. Patton

"There is almost no human action or decision that cannot be made to look flawed and less sensible in the misleading light of hindsight.  It is essential that the critic should keep himself constantly aware of that fact."

Sche itttt happens.

Our Vietnam hero, Forest.

Unanticipated Yaw? We can rename every aerodynamic condition, and that won't stop them from having the exact same effect.

lol

unanticipated yaw. Only for like 25+ years though, so I can see how you might not have seen it.

https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentid/23136

The Frenchman is right: Sometimes you have to stab in *FULL* pedal RIGHT NOW (and hold it) to stop the UY.  If the UY occurs on approach, pushing full pedal may very well cause an overtorque or droop.  Meh.  Do what you gotta do to keep it from going 'round and/or crashing.  

There are a lot of things that go into an "LTE" event.  But the key is to catch it early - don't let a yaw rate even start to build up. Catch it!  Be aware if you're landing with a tail wind, especially if you've already got a bunch of power pedal applied. Downwind approaches are not advisable, of course, but sometimes they're unavoidable. So you better know how to perform one. That's what they pay you for.

Oh, and for you young, book-smart pilots?  In 40 years of flying helicopters, I have never ever ever ever ever ever gotten UY (or "LTE") by approaching with the wind off the left in an American (or German) helicopter.  I know a lot of you smart guys will look at those three CHARTS OF DOOM! and go, "See?  Left crosswinds are bad, mmkay?"  They're not.  Trust me, they're not.  Be aware, stay awake, and be ready to counter and stop *any* UY before it becomes a problem.

/Rant

Agreed....one of my questions I'd ask pilot coming in was you are heavy and near the edge of your performance and the LZ you are going to you will have a choice of a perfect left or right crosswind, which one do you take.  Assuming counterclockwise main rotor a decent amount of them would put the wind to the right to "avoid LTE"

Then we talked about the wind from the right pushing on the vertical fin/tailboom which pushes the nose right, forcing more left pedal which requires more power and if you were already close that may be what pushes it over the edge.  The left crosswind might require some dancing on the pedals at the bottom but at least its helping the nose.

You're right.  With a wind from the left or left-front, the tail rotor thrust can be influenced by the downwash from the main rotor.  There will result in MOMENTARY variations in t/r thrust which can easily be handled by the "dancing on the pedals" you noted.  But this is *not* LTE, although some pilots will panic and think it is.  Even with a direct-left crosswind, the t/r will not get into "sideways VRS" as some claim.  If that were to happen, the nose would start to yaw, but as soon as it did, the inflow angle of the relative wind to the tail rotor would change and...voila!...the tail rotor is back in business.  Not only that, but a left crosswind is more advantageous in helping keep the nose straight by demanding less thrust from the tail rotor.

There should never be unanticipated yaw.  There should only be "anticipated" Yaw !!!

when it happens was it anticipated or unanticipated or circumstantial or an act of the helicopter gods?

With respect, I get ur intent.

It was thought to me many moons ago as "Lucky left, rotten right".

 is no myth. 

When rotational body torque exceeds the capacity of the tail rotor thrust to correct, or the tail rotor airfoils stall, that's the end of tail rotor effectiveness.

Pretty simple, but some A butt is definitely going to contest it and fell weird about him or herself.

Fire away millennials.