was simulated with chem sticks. Realistic training is always the key to success.
RPMN: Have you ever had an “Oh, crap!” moment in a helicopter? Can you summarize what happened?
In 2005, I was an Army contractor flying observer/controller/trainers (OCTs) in OH- 58C helicopters at the National Training Center at Fort Irwin, California. In addition to my regular job flying the OCTs around the battlefield, I was also conducting NVG currency and readiness level (RL) training with their staff aviators during non-rotation periods. On one dark, breezy evening a senior captain and I were out in the desert training area conducting normal helicopter NVG operations. During a normal landing maneuver,
the captain misjudged the
wind and set us up for a loss-of-tail-rotor effectiveness (LTE) possibility. As we slowed, the tail yawed quickly to the right, passing 90 degrees, and we were engulfed with
a brownout condition. To make
matters worse, as soon as the aircraft began to spin, the captain switched on the regular landing light, filling our field of view with nothing but brown sand. I joined the captain on the controls, switched off the landing light, lowered the collective a bit, put in some forward cyclic and flew out of the dust cloud. We didn’t contact the sand, but I don’t think we missed it by much.
RPMN: If you could give only one piece of advice to a new helicopter pilot or mechanic, what would it be?
I would offer three: Prioritize your actions to accomplish your goals; maintain enough flexibility to deal with setbacks because life is full of them; and make the best of every situation.
RPMN: In your view, what is the greatest challenge for the helicopter industry now?
There are still far too many avoidable deaths in helicopters. In my opinion, thorough, quality, realistic training is the key to creating sound aeronautical decision-makers.
Do you know someone who would be a good subject for Meet a Rotorcraft Pro? Email your suggestion to the editor-in-chief:
lyn.burks@rotorcraftpro.com
rotorcraftpro.com
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