Articles for category Safety
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Nov
14
2017
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Posted by Admin
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Mr. Philip Carey sent me the following email after reading my last column titled “Are You a Good Role Model?” in the July/Aug. issue of Rotorcraft Pro where I discussed ‘The GoPro Set’ purposefully flying into the clouds as if trying to prove something to themselves and others. I found Mr. Carey’s story compelling in that we can all learn from his experience. Here is what he wrote:
Randy, your article struck a nerve in me because of an incident that nearly caused me to lose my life recently in an OH 58 flying from Orlando to Sarasota. Looking back, my actions were selfish and dangerous and could have deprived my 5-year-old of her daddy and my wife the tragic loss of her husband.
I’d checked the TAF/METAR for Orlando, Lakeland Regional, and Sarasota and noted there was broken mist that seemed to be clearing and Sarasota was clear. After I took off it immediately became apparent the mist was thickening. I soon I found myself VFR on top. I remember being a little perturbed by the mist but I was comforted by the fact I had selected an altitude that kept me clear of obstacles and I was referencing the Garmin 696 regularly.
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Categories:
Safety
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Nov
14
2017
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Posted by Admin
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Considering the complexities of the air medical industry, completely removing all risk is a challenge. The road to progress, if not traveled in a deliberate manner, could lead to bad outcomes—this industry has seen far too many outcomes of that type.
Although many factors can lead to bad outcomes in HAA, some unfortunate events can be attributed to the very thing that gives our industry its name—helicopters. They are labor-intensive machines that have regularly scheduled maintenance. However, from time to time well-maintained helicopters simply break. Pilots spend most of their time in one primary aircraft. When maintenance issues dictate, they swap to their backup aircraft. Herein lies the problem.
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Categories:
Safety
Helicopter Sectors
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Oct
16
2017
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Posted by Admin
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The following is a sidebar of Rotorcraft Pro's story on Hurricanes Hit - Helicopters Rise that outlines ten valuable lessons learned from the first responders that were on the ground in the days following Hurricane Harvey.
1. Think about roles and responsibilities in advance, and put safety first. “People can get into these disasters…and they start to take risks they wouldn’t take elsewhere,” Tom Baldwin, Air Evac Lifeteam safety manager said. Put an immediate stop to any of that. Debrief after every shift.
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Categories:
Safety
Helicopter Sectors
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Sep
25
2017
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Posted by Admin
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During a recent Private Pilot examination, I asked the applicant to show me his planned cross-country route and associated planning documents. The applicant pulled out an iPad that was mounted to a kneeboard and said, “I’m ready!” As an opened-minded person, I was intrigued by the applicant’s quick study and preparedness for the task at hand. However, I was concerned the applicant hadn’t properly heard my request and restated that I desired to review all aspects of the pre-flight planning to include plotting the course, wind correction, etc. “Yes Sir” was the applicant’s reply. “I’m ready to go. It’s all right here” he said while holding up his iPad. The lack of materials the applicant had brought with him for the examination caught my attention.
[Read More...]
Categories:
Training
Safety
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Sep
19
2017
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Posted by Admin
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WASHINGTON DC – The U.S. Helicopter Safety Team has completed its comprehensive analysis of the root causes of fatal accidents and has developed 22 measurable safety enhancements aimed at reducing fatalities.
The 22 safety enhancements can be grouped into four categories:
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Categories:
Safety
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Sep
19
2017
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Posted by Admin
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About a year ago a pilot attending one of my 5-day CRM Instructor courses asked me, “Have you seen this?” He played a YouTube clip that made my blood turn to ice. Michael Farikh, a highly respected Russian pilot who accomplished many great things for civilian helicopter aviation in his country, posted it. One article published just after his death called Farikh “The godfather of Russian helicopter aviation.”
The clip the person showed me was entitled “Pilot Flies Helicopter into Clouds.” Farikh posted several similar clips, “Whiteout—What’s That?” and “Human Limitations—IMC Auto,” all equally chilling to me.
In the initial clip, “Pilot Flies Helicopter into Clouds,” Farikh purposefully enters IMC conditions in a Robinson then covers up some of his flight instruments until he’s flying on partial panel. I witnessed very experienced ATP pilots lose spatial orientation in similar conditions in the Level-D simulator I operated in Dubai. That is why while watching Farikh’s videos I could not suppress a deep sense of dark foreboding.
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Categories:
Training
Safety
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Sep
09
2017
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Posted by Admin
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As the use of Night Vision Imaging Systems (NVIS) technology has continued to mature and grow throughout the helicopter industry, managers, pilots, and mechanics must be committed to supporting the entire NVG program both inside and outside the cockpit. Rotorcraft Pro asked several training experts in the night vision industry to point out the most common operational errors they see in the field so operators can enhance nighttime helicopter NVIS operations. Here are 9 operational areas that night vision experts Night Flight Concepts and Aviation Specialties Unlimited say could use consideration and improvement by operators and end users.
[Read More...]
Categories:
Helicopter Sectors
Training
Safety
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Jul
19
2017
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Posted by Admin
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Many of the helicopters utilized in today’s training market are equipped with an engine governor. The governor assists the pilot with managing and maintaining appropriate engine/rotor RPM to safely operate the helicopter. When conducting system failure training, the engine governor will be turned off and the pilot will be required to manipulate the throttle manually. In situations where the engine governor fails and mismanages engine/rotor RPM, the pilot may be required to isolate or turn off the governor. Adequate training and proficiency is critical in these situations.
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Categories:
Training
Safety
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Jul
11
2017
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Posted by Admin
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“But all twins are not alike”, I said to the air medical flight doctor who is very keen to make it mandatory that all air medical programs in America operate twin-engine helicopters. He replied, “I wasn’t aware of that.”
So, what are the differences? It all has to do with the weight-to-horsepower ratio of the machine and the ability to either land safely on one engine or fly away. Helicopters are categorized by the FAA as Performance Class 1, 2 or 3.
Performance Class 1 is defined as those helicopters with performance such that, in the event of failure of the critical power unit, the helicopter is able to land within the rejected take-off distance available or safely continue the flight to an appropriate landing area, depending on when the failure occurs.
To be operated in Performance Class 1, a helicopter must be certified in Category A, which is a design requirement meaning it must be equipped with at least two engines, and also have a certain number of safety-related equipment items, as well as redundant backup for control, lubrication, etc. Category A helicopters must offer the performance needed to guarantee that, in case of an engine failure, the flight can continue safely.
Under Performance Class 1 conditions, the helicopter can manage the failure of one of its two engines at any given moment while maintaining satisfactory safety criteria, especially during the takeoff or landing phases.
[Read More...]
Categories:
Safety
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Jun
05
2017
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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?
In 1968, shortly before high school graduation, a group of us were sitting around drinking beer. Around beer number three, my friend said to the group, “We are not going to get into college, are we?”
Since there was still a college deferment from the draft and we were poor kids, we said “No.”
After beer number four, he asked, “If we don’t get into college, we’re going to get drafted, aren’t we?” We said “Yes.”
After beer number five, he said “If we get drafted, we are going to Vietnam, right?”
We said, “yes.”
After beer number six, he asked, “When we go to Vietnam, do you want to walk or do you want to fly?”
I said, “I am too lazy to walk!” and he said, “Good, I made an appointment for us tomorrow with the Army recruiter.
One of us had a medical deferment, another was color blind and he became an Army helicopter tech inspector, and three of us became helicopter pilots.
None of us died in Vietnam.
[Read More...]
Categories:
Training
Safety