NVG operations
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NVG operations
Just wanted to know about practice of 'Hybrid' NVG operations in helicopters anywhere in the world.
By 'Hybrid' I mean that in a two crew cockpit while one pilot is on NVG, the other operates simultaneously with naked eye for all phases of flight.
I agree that this is unusually abnormal, but just ....;;;; both 'For' and 'Against' comments would be appreciated. Thanks.
By 'Hybrid' I mean that in a two crew cockpit while one pilot is on NVG, the other operates simultaneously with naked eye for all phases of flight.
I agree that this is unusually abnormal, but just ....;;;; both 'For' and 'Against' comments would be appreciated. Thanks.
Peeush,
I'm definitely in the 'against' camp - though it depends on what sort of flight profile you're talking about. Medium level (500ft MSD and above), with good obstruction data, it is probably OK for the HP to be flying RNF (ie no NVDs) and the NHP using them for 'nav assist' during transit or obstacle avoidance during a RNF approach to a runway or marked HLS. At low level it's a no-no; in the UK it's not permitted for front crews to wear different Gen tubes. Why? So that both crew see the same picture and there's no confusion. The same confusion can happen with one crew on a FLIR and another on NVGs - careful CRM is required.
I'm definitely in the 'against' camp - though it depends on what sort of flight profile you're talking about. Medium level (500ft MSD and above), with good obstruction data, it is probably OK for the HP to be flying RNF (ie no NVDs) and the NHP using them for 'nav assist' during transit or obstacle avoidance during a RNF approach to a runway or marked HLS. At low level it's a no-no; in the UK it's not permitted for front crews to wear different Gen tubes. Why? So that both crew see the same picture and there's no confusion. The same confusion can happen with one crew on a FLIR and another on NVGs - careful CRM is required.
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Thanks Evalu8ter,
To start with, I share your opinion owing to homogeneity of visual cues assisting CRM when flying at low levels.
Though I feel that in absence of a regulation on the subject in my country, it would be prudent that reasons for the same may be discussed, if there are any more than what you have posted.
I am still trying to find out some more.
To start with, I share your opinion owing to homogeneity of visual cues assisting CRM when flying at low levels.
Though I feel that in absence of a regulation on the subject in my country, it would be prudent that reasons for the same may be discussed, if there are any more than what you have posted.
I am still trying to find out some more.
Last edited by peeush; 11th Aug 2013 at 15:09.
