think it would be possible. A few months later, I was in! So, as to whether I chose helicopters or if they chose me, I would have to say that we met in the middle.


RPMN: Where did you get your start flying commercially? SCHAAF: After about 15 years into my career with the police department, a friend put me in touch with a private helicopter pilot who needed help procuring a Bell 407 for his business and personal use. We began working together and I developed a part­time business as a Part 91 aircraft manager serving this client and several others while continuing my work with the police department.


RPMN: If you were not in the helicopter industry, what else would you see your­ self doing? SCHAAF: I have an entrepreneurial spirit and creative bent and therefore would likely have chosen a profession where I could have put those attrib­ utes to work.


RPMN: What do you enjoy doing on your days off? SCHAAF: I enjoy spending time with my three children, bicycling, running, reading and playing violin.


RPMN: What is your greatest career accomplishment to date? SCHAAF: : I am most proud of the fact that in my 17 years of serving as Fairfax County’s Chief Pilot, my department has not damaged an aircraft or injured any person. I would like to believe that it is because I have helped people in my organization feel a sense of own­ ership and individual responsibility through an appropriate hand’s off management style.


RPMN: Have you ever had an “Oh crap” moment in a helicopter? SCHAAF: I have had several “Oh crap” moments during my career, but very fortunately each one has left me with only good lessons learned and no damaged aircraft or violations. In the


Army, I was conducting some instru­ ment training in VMC. During a proce­ dure turn, we came within inches of having a mid­air collision with a Cessna 182. We felt the burble of tur­ bulence from the aircraft as it passed underneath us, filling our chin bubbles horrifyingly with a view you don’t ever want to see. There were four people on board that UH­1H that afternoon. We were close to our base and turned towards home ­ unanimously deciding without a spo­ ken word between us, that the flight was over for the day. Another “Oh crap” moment flight sticks in my mind, that leaves me to this day ever mindful of my vulnerability to make a bad decision with possibly fatal results. It was a classic case of the mission becoming more important than safety and responsibility.


RPMN: If you could give only ONE piece of advice to a new helicopter pilot, what would it be? SCHAAF: : I would have to give TWO pieces of advice, the first very practical and easy, the second is a lofty goal for which all pilots should aim: 1) Do a WALK AROUND inspection


before you start your engine(s) and do it EVERY flight. During the walk around, not only inspect your aircraft and surrounding area for defects or things out of place, but do a final “gut check.” Is this flight appropriate, legal and safe? Are you prepared and do you have a back­up plan in mind that cov­ ers contingencies?


RPMN: In your view, what is the great­ est challenge for the helicopter indus­ try at this moment in time? SCHAAF: Accident prevention! Why is it we continue to fly these machines, that can land anywhere, into bad weather? Why do we fly them with mechanical defects, and even fly them to fuel exhaustion? Manufacturers continue to deliver us safer aircraft and safety systems that are better, easier to use and more capable. Yet, pilots continue to need­ lessly crash aircraft, kill people and leave black marks on our entire indus­ try. All pilots must be mindful that crashes destroy much, much more than what is found at the crash sight. Leaders and managers must try to fer­ ret out pilots that do not have the capacity for mindfulness.


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