While conducting a Private Pilot examination, the applicant advised me that a segmented autorotative descent would be conducted in lieu of a constant radius turn during the 180-degree autorotation maneuver. The reasoning for the applicant’s decision was a set of small towers in the middle of the airport and a more segmented profile would eliminate the issue. The applicant executed the maneuver with a high degree of skill. It was a beautiful thing!
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Categories:
Rotorcraft Checkride
I wanted to tell you how much I enjoyed your article in the May/June 2018 issue of Rotorcraft Pro entitled You are Safety’s Gatekeeper where you talk about the Liberty Helicopters’ FlyNYON aircraft that crashed in New York’s East River causing five people to lose their lives. This article struck home with me because I could personally relate as I am sure it did with many of my colleagues.
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Categories:
My Two Cents Worth
It looks like Airbus set another high altitude record. Last month, a H145 landed at 22,840 feet in the Andes Mountains. Having spent some time flying up in the mountains in various helicopters that is quite an achievement in a twin-engine, free-turbine aircraft. Congrats.
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ROTORwrench
A couple weeks ago, I was conducting a Private Pilot examination in Texas. As we were approaching the airport returning from the cross-country phase of flight, we found ourselves in an area of light drizzle and rain. As the applicant entered the downwind leg, he began to reduce power. Almost immediately, the engine began to run rough and only got worse as the applicant reduced more power. I immediately engaged carburetor heat…problem solved!
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Rotorcraft Checkride
“Where’s management?” is a question I’m often asked whenever I have been invited (ironically, by an organization’s management) to give a CRM or air medical resource management (AMRM) course. It’s a valid question because I’m not sure management appreciates the vital role they play in the flight safety of their organization.
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Categories:
My Two Cents Worth
Helicopter Maintenance Blog*
September 2019
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Categories:
ROTORwrench
A couple weeks ago, I was conducting a Private Pilot examination in Texas. As we were approaching the airport returning from the cross-country phase of flight, we found ourselves in an area of light drizzle and rain. As the applicant entered the downwind leg, he began to reduce power. Almost immediately, the engine began to run rough and only got worse as the applicant reduced more power. I immediately engaged carburetor heat…problem solved!
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Categories:
Rotorcraft Checkride
I received the following email from a HEMS pilot who responded to my article entitled “Just Say NO” that appeared in the March/April 2019 edition of Rotorcraft Pro. His observation is worth noting. Here is what he wrote:
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Categories:
My Two Cents Worth
Sometimes the simplest of tasks cause the greatest of errors. And unfortunately are usually the easiest to prevent. Read the reports below and make some mental notes so you won’t be caught in the same predicament.
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Categories:
ROTORwrench
An increasing number of helicopter flight schools have reduced emphasis on the flare portion of the autorotation due to over-speeding. I’m told the risks of an over-speed outweigh the benefit the student experiences by conducting a positive flare in the early stages of autorotation training. It seems consensus among helicopter flight school leadership is that a gentle reduction in forward velocity to an approximate 30-knot ground speed is enough, and a go-around from this point in the maneuver is the safest solution. To be very clear, this is a dangerous compromise!
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Categories:
Rotorcraft Checkride