From his location, I think he is suggesting that this is an everyday occurrence, of no small consequence. The fact that it happened to professional people, relaxing on holiday and not far from their responsiblities is probably not something that will be appreciated on the other side of the pond.

According to FlyBE it is only 6 of their aircraft that require checks (aircraft with over 10,000 hours). Only the 400 series are involved.

The groundings are for aircraft with over 10,000 cycles per landing gear not flying hours.;)

Please post the pics.

I would love to see how he (a prince must be male) looks now.

The photo is on this forum somewhere and it is not a pretty sight, unless you are an abstract artist.:p

Interesting that G-INFO give the registration now as G-ALGAX, presumably because it has been cancelled and re-issued to the aircraft in the accident.

http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detail&regmark=ALGA&dereg=true&dataindex=1

Got the registration correct?:D

http://www.aaib.dft.gov.uk/publications/bulletins/april_2007/piper_pa_15__g_alga.cfm

And yes, it was Michael Bentine’s son that was killed in one of the batch. Believe that this was in the New Forest.

Martin

No, no, no. Nowhere near me. Stuart Bentine took off from Lasham on 28/8/71 in the tug PA.19, G-AYPN without notifying anyone and no-one noticed the plane was missing until it was required days later. The plane was discovered on 31/10/71 when leaves starting falling from the forest at Ditcham Wood near Petersfield.

……………..which demonstrates that after 11.00 pm, I should rely on books rather than my memory! Firstly the aeroplane was a Surrey Flying Services A.L.1 and secondly the barn was at Heavitree, near Exeter. Last I heard the A.L.1 was still in the ownership of the Arden family and in store somewhere in the Exeter area. The registration was G-AALP. It was a two seat biplane, built at Croydon in 1929 and powered by a 95 hp Salmson. Apparently it last flew in 1939 and has been in store since. I have never seen a photo of it taken after that date. Has anyone else?

This sort of confirms that, now a photo?:D

Exeter Area:- RR232/G-BRSF Spitfire IX and RX168/G-BWEM Seafire III are under restoration at Newton St. Cyres.

The Arden Family Trust are believed to hold the remaining contents of the famed former Exeter by-pass “Arden’s Barn” of years gone by somewhere in the area. G-AALP Surrey AL.1, G-AFGC Swallow II, G-AFHC Swallow II & G-AJHJ Auster 5.

http://www.btinternet.com/~C.C.Evans/html/devon_based.htm

O.K. answered my own question, here it is in all its glory!

http://www.transportphotos.com/air/item?id=AB00578

Knew I’d seen it, here is the report!

NTSB Identification: LAX07LA210
14 CFR Part 133: Rotorcraft Ext. Load
Accident occurred Sunday, July 08, 2007 in Los Olivos, CA
Aircraft: Aviation International Rotors CH-54A, registration: N44094
Injuries: 2 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On July 8, 2007, about 1608 Pacific daylight time, an Aviation International Rotors CH-54A, N44094, experienced a mechanical malfunction and rolled over during takeoff from a helibase about 4 miles north of Los Olivos, California. The helicopter was operated by Heavy Lift Helicopters, Inc., Apple Valley, California, under a “call when needed” contract for the California Department of Forestry & Fire Protection (CAL FIRE). The purpose of the flight was to support CAL FIRE’s wildland fire suppression activities of dispersing retardant on a fire in Santa Barbara County. Visual meteorological conditions prevailed, and a company flight plan had been filed. The helicopter was substantially damaged. The airline transport certificated pilot and the commercial certificated copilot sustained minor injuries. The flight was performed under the provisions of 14 CFR Part 133, and it was originating at the time of the accident.

Witnesses reported that while the helicopter was on the ground at the southeast corner of the Figueroa Helibase on spot number 2, and at operating power, the helicopter began an uncommanded slow rollover to the right. The Federal Aviation Administration (FAA) coordinator examined the helicopter at the accident site.

The FAA coordinator reported to the National Transportation Safety Board investigator that components, which secure one of the three main rotor blade pitch change servo units to the helicopter, were found about 6 feet away from the main wreckage. The components consisted of a nut, bolt, pin, and plate. This assembly secures one of the servo units to the helicopter transmission on one end and the helicopter swash plate on the other end. The FAA coordinator additionally reported that the integrity of this assembly is critical to flight safety, and separation of the servo unit will result in loss of main rotor blade pitch control.