Archive: February 2015
Last year, HAI President Matt Zuccaro pushed his safety message, “Land the Damn Helicopter,” reminding us that as a last resort when we’ve run out of options, we have the power to break a potential link in an error chain by simply landing.
Research into why helicopters crash isn’t statistically different than other segments of aviation. It is pretty much agreed worldwide that 80 percent of all aviation accidents have an element of human error. Crew resource management (CRM) training can save the day before we need to resort to landing the damn helicopter. CRM, if practiced religiously, will keep your good hands from taking you somewhere your mind hasn’t been.
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My Two Cents Worth
Within the FAA’s practical test standard (PTS) for helicopters, the proficiency requirements to successfully demonstrate a running/roll-on landing are identified. They are seemingly simple: establish and maintain: a shallow approach angle, a proper rate of closure, and proper flight control technique after surface contact. The PTS wants us to talk about surface texture, height/velocity diagram, and factors affecting performance data, all really good topics. However, I’ve found a question that few applicants can answer: Why are we here?
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Rotorcraft Checkride
This month we have two tips passed on by a couple of “old” guys. Also had a question if it mattered on model of helicopter. Nope. Any tip, on any helicopter, or engine, or component, or support item, or whatever helicopter related, will gladly be accepted for posting. From the Sikorsky R-4 to AW189. Nothing’s too old or too new. As you see below we have a tip on a Lama.
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ROTORwrench
Throughout History, both recorded, and (thankfully) not, men have chosen to instruct men. And women. And, (I hasten to be poli-tickle-ally correct) women too have instructed men. (and mostly bent them to their iron will). Thus, the Art of Instruction is nothing new. Nor, we might add, are the foibles of Masters and Instructors…
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Moggy's Musings