into a remote landing zone that was long enough to allow for some forward speed at touchdown. I was on the controls and was demonstrating a “minimum roll” landing in a degraded visual environment (DVE) to a junior pilot. During the final phase of the touchdown, we flew over a fair-sized depression in the LZ that I failed to detect in the low-contrast/ monochromatic environment. Right after the snow cloud engulfed the aircraft and we lost all visual reference, there was a split second where I remember thinking, “The tail wheel should have touched down by now.”
A split second later, I decided to go around, but “oh, crap!” I noticed the velocity vector in my HUD pegged to the extreme left (indicating left drift at a good clip) and I heard my crew chief call, “Drifting left!” At the last possible moment, I decided to lower the collective and plant the aircraft in the deep snow. We were at zero forward airspeed, probably three feet off the ground, and I wasn’t sure how close to the edge of the LZ we were. When the aircraft slid to a stop and the snow cloud cleared, we were 20 feet (7 meters) left of the intended point of landing and the rotor tips were well under the branches of the bordering trees.
If I’d pulled collective and gone around (like I would’ve done nine times out of 10 in similar circumstances), I believe we would’ve flown up and sideways into those trees. The best case would’ve been extensive damage to the helicopter. The worst case: a deadly crash and an aircraft totally destroyed. That less conventional, split-second decision to lower the collective and terminate to the ground probably saved our lives.
RPMN: If you could give only one piece of advice to new pilots, mechanics, or support personnel, what would it be?
Don’t let the full flight schedule or the needs of the people you’re serving drive you to compromise on rules and standards. If the weather is borderline too poor or if the fuel plan is pushing the limits of what the SOP allows, take an extra few minutes to think about the big picture. Talk to another pilot about what you’re being asked to do and what your concerns are about it. A little extra
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reflection and another point of view just might help you refocus and stay “in the green.”
RPMN: In your view, what is the greatest challenge for the helicopter industry at this moment in time?
There’s a lot of innovation being used to
increase situational awareness
and offload some of the many tasks a helicopter pilot needs to juggle (especially in a single pilot, no-autopilot aircraft). As useful and beneficial as these tools are, I sometimes find myself being distracted by them.
My advice is: don’t forget to always pay attention to the basics first. Aviate first, then navigate and communicate. It’s easy to let your focus drift to the albeit important, but secondary, subtasks of managing a digital cockpit. Don’t forget to fly the machine first. Helicopter pilots, please keep your eyes outside! Things happen fast below 1,000 AGL. You can always make the radio call or send the position report via text after the aircraft has gained some altitude or is on the ground and safe.
Do you know someone who would be a good subject for Meet a Rotor Pro? Email your suggestion to the editor-in-chief:
lyn.burks@rotorpro.com
FIGHTING FIRES WITH
STRENGTH RELIABILITY
& AROUND THE GLOBE
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