Articles for category Training
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Sep
21
2015
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Posted by Admin
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Myth 1: Enhanced vision systems (EVS) have only one application.
Many aircraft owners or operators believe that EVS only applies to operations during periods of darkness. However, enhanced vision systems provide increased situational awareness during day, night, NVG, IFR, firefighting, aerial application, EMS, SAR, ALE, and ISR flight operations. Most flight operations occur during periods of reduced visibility that are associated with obscurations such as fog, smoke, haze, dust, snow, precipitation, or low levels of illumination. All of these can be contributing factors when it comes to possible IIMC or CFIT incidents. EVS helps in mitigating these factors by allowing pilots to see clearly.
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Categories:
Career Development
Training
Safety
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Sep
14
2015
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Posted by Admin
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If you are a helicopter pilot trained by the U.S. military, you have flown a Bell Helicopter. No other helicopter manufacturer played such a crucial, in-depth role in training military helicopter pilots. For nearly 70 years, Bell Helicopter (formerly Bell Aircraft Company) has supported the U.S. vertical-lift warfighter with a safe, efficient, and predictable training fleet. To this day, every branch of the U.S. Armed Forces uses a Bell helicopter as their primary helicopter-training platform.
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Categories:
Company Profiles
Training
Helicopter Sectors
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Sep
07
2015
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Posted by Admin
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Throughout the training life cycle of a student pilot, the instructor will be required to provide endorsements in the student’s training record. These endorsements will include confirmation of citizenship, preparedness to take a knowledge exam, and most importantly, the final confirmation that a student is prepared to sit before the FAA for a practical examination toward airman certification. It sounds simple enough, however endorsements remain a weak link among many flight instructors.
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Categories:
Career Development
Training
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Sep
01
2015
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Posted by Admin
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Where did you get your start flying commercially?
After the Alaskan summer tour season was over with TEMSCO, I decided to continue my aviation endeavor at Precision Aviation located in Newberg, Oregon, flying a Schweizer 269C. There is where I achieved my additional ratings: fixed-wing add-on to my helicopter private, commercial helicopter, instrument airplane and helicopter, and helicopter CFI. I continued to instruct at Precision for a couple of years to build my hours and then moved straight into the world of flying a heavy helicopter as second in command (SIC) in a copilot position. I quickly concluded that a heavy helicopter is where my heart belongs. Not only do I love flying utility in the “big iron,” I also enjoy the camaraderie that comes out of working with so many different people from such diverse backgrounds. In this industry we have a bond because of our shared goals and experiences. You don’t necessarily have to be best friends with everyone in the group to know you have their support or that you are there to support someone else.
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Categories:
Company Profiles
Training
Helicopter Sectors
Human Interest
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Aug
24
2015
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Posted by Admin
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If I were to answer the question as to why I love the helicopter industry so much, I would have to say it’s because of the quirky characters I’ve met and worked with over the years. Characters that immediately come to mind are guys like “Lofty” because of his extraordinary height, “Bambi” because of his doe-brown eyes, a Brit we called “Captain Kleenex” because he had a sinus condition that caused him to leave tissues strewn about all over the cockpit, “Too Tall McCall” because he was short, and an Australian we all called “Trackless” because he was even shorter than Two Tall. (In fact, he was much shorter because his legs were so short his butt would drag behind him and wipe out his tracks, hence the name.) There was also Robert “Don’t call me Bob” because that’s how he introduced himself, “Squeaky Cheeks” because he had an odd walk, a New Zealander we called “Sumo” because he resembled a Sumo Wrestler, a Brit we called “Crusher” because he landed on a load handler hooking up an underslung load on a wellhead in the oil field and “slightly” crushed him.
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Categories:
Human Interest
Training
Helicopter Sectors
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Aug
08
2015
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Posted by Admin
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RPMN: When and how did you choose to fly helicopters? Or did they choose you?
I found out about the R-22 and civilian helicopter flight training completely by accident, I saw a helicopter on display at a recreational vehicle show and talked to the pilots and read a brochure. I knew absolutely nothing about it or what questions to ask, but it was a great discovery and it’s been a great career. I’m glad I was ignorant of the business at the time, because if I had known about flight hour requirements for different jobs or turbine time etc. I might not have ever gotten started.
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Categories:
Career Development
Training
Human Interest
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Jul
25
2015
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Posted by Admin
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As a pilot examiner, I have the opportunity to work with many flight schools and instructors throughout my district. I sometimes take it for granted that my visits to flight schools are a rare benefit to me not often afforded to other flight schools in our local area. The ability to see varied procedures and techniques provides insights into how the average flight school conducts business. I often get to see curriculum development, local airport procedures, internal instructor training, and other aspects of day-to-day operations.
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Categories:
Training
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Jul
20
2015
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Posted by Admin
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The problem with communication is the perception that it’s been achieved.
—George Bernard Shaw, Irish playwright
Boy, was ol’ George right. Communication is central to effective crew resource management. An ambiguous message, whether written or spoken, can lead to fatal consequences. With that thought in mind, one would think airline executives, when drafting memos to flight crews, would take great pains to avoid ambiguity at all cost. Apparently, they don’t. Consider the following 1996 memo distributed to pilots at British Airways in an effort to clarify new pilot role titles:
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Categories:
Training
Safety
Career Development
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Jul
13
2015
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Posted by Admin
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Call it what you want: H/V (height/velocity) curve, dead man’s curve, or even “limiting height-speed envelope” for those who like sophisticated phrases. The “dead man’s curve” term is probably a carryover from our fixed-wing brethren. The helicopter industry generally accepts the simple reference of H/V curve. The inside of the curve is the area from which it will be difficult, or nearly impossible, to make a safe landing following an engine failure (if you are in the same conditions depicted with respect to airspeed, height above ground, weight, and density altitude).
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Categories:
Training
Safety
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Jul
06
2015
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Posted by Admin
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Every wildfire is different and every wildfire must be respected. It is another triple-digit afternoon, and the third call-out of the day. The radios are awash in static and layers of non-stop chatter. With each hiss and scratch, a mental picture is drawn of the size and scope of the fire. Each crew member prepares for what is to come, and tries to push down rising adrenaline with an outward façade of calm.
Both S-2 air tankers have already made their initial drops and are heading back to base to reload and return. Directed in by the airtactical plane orbiting the columns of smoke, the gleaming white and red UH-1H ‘Super Huey’ charges in at low-level and banks hard to the left. Eyes inside the rotorcraft thoroughly survey the area through airborne debris and haze for any threats adjacent to their chosen landing zone.
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Categories:
Company Profiles
Training
Helicopter Sectors