gnow
2nd Mar 2012, 11:48
It was a few months ago when we had a Eurocopter Instructor attached to our company for converting new 225 pilots. My base check was due and this kind instructor agreeded to perform my base check. We were good friends so I thought it was going to be a joy ride. I was however in for a shock as the check was totally unconventional. By the time we had a machine available it was already night. It was not a problem as it was an IF base Check combined with a Night Base check.
We did an IF departure from our shore based airport for a virtual location 20 miles offshore. The first failure was a TRU failure. Piece of cake as it says "Continue Flight" in the check list. About two minutes later the second TRU failed. It was pitch dark and to make the matter worse engineers had wire locked the Emergency Power Supply guard! He had the controls while I used my swiss knife to break the wire( I raised a hazrd report on the wire lock later). My LED torch provided some illumination while waiting for the two minutes for the Emergency power Supply to cut in. Meanwhile I had to struggle with the shedding. It was quite an experience struggling to locate the switches. Of course we had to rejoin for an ILS and towards the later part of the ILS fully coupled approach the AP Hydraulic failed. This was designed as a catch for system knowledge!(225 drivers will understand why).
On the misapproach from the ILS the autopilots failed (what a bad day!) and we proceeded offshore again to prepare for the second VOR approach (Non Precision).
Next on the agenda was Speed reduction to 40 kts at straight and level followed by COORDINATED climbing turns and descending turns without the autopilot. This was a very good exercise and we used to do this exercise when we were in the military many many years ago.
Engine fires and failures were thrown in and as a good pilot I asked for the check list after the Immediate Actions. Anwer from him was always " I can't find the check list in the dark". Good thing I remembered my drills as a lot of pilots depend on "Take out the emergency check list" to refer. This approach ended with a Single eng landing.
Susequently rejected take offs and continued take off after an eng failure was flown. I can use all or none of the upper modes in the exercise .
The base check ended with him asking me if there is any exercise that I would like to do. I requested for an Eng failure on the approach to the runway after LDP. It was granted . this check ride lasted 1.5 hours and is my most memrrable and interesting check ride in 35 years of helicopter flying.
Could you relate your most memorable check ride?
We did an IF departure from our shore based airport for a virtual location 20 miles offshore. The first failure was a TRU failure. Piece of cake as it says "Continue Flight" in the check list. About two minutes later the second TRU failed. It was pitch dark and to make the matter worse engineers had wire locked the Emergency Power Supply guard! He had the controls while I used my swiss knife to break the wire( I raised a hazrd report on the wire lock later). My LED torch provided some illumination while waiting for the two minutes for the Emergency power Supply to cut in. Meanwhile I had to struggle with the shedding. It was quite an experience struggling to locate the switches. Of course we had to rejoin for an ILS and towards the later part of the ILS fully coupled approach the AP Hydraulic failed. This was designed as a catch for system knowledge!(225 drivers will understand why).
On the misapproach from the ILS the autopilots failed (what a bad day!) and we proceeded offshore again to prepare for the second VOR approach (Non Precision).
Next on the agenda was Speed reduction to 40 kts at straight and level followed by COORDINATED climbing turns and descending turns without the autopilot. This was a very good exercise and we used to do this exercise when we were in the military many many years ago.
Engine fires and failures were thrown in and as a good pilot I asked for the check list after the Immediate Actions. Anwer from him was always " I can't find the check list in the dark". Good thing I remembered my drills as a lot of pilots depend on "Take out the emergency check list" to refer. This approach ended with a Single eng landing.
Susequently rejected take offs and continued take off after an eng failure was flown. I can use all or none of the upper modes in the exercise .
The base check ended with him asking me if there is any exercise that I would like to do. I requested for an Eng failure on the approach to the runway after LDP. It was granted . this check ride lasted 1.5 hours and is my most memrrable and interesting check ride in 35 years of helicopter flying.
Could you relate your most memorable check ride?