What was your scariest moment in a helicopter?
Iconoclast
Join Date: Sep 2000
Location: The home of Dudley Dooright-Where the lead dog is the only one that gets a change of scenery.
Posts: 2,132
Likes: 0
Received 0 Likes
on
0 Posts
Inside or outside!!!
My scariest moment actually was not in a helicopter but getting into the helicopter. It was in Traverse City, Michigan in the middle of the winter. The tarmac was covered in ice. We had just wheeled our HO4-S out to take off position and placed “ice chocks” around both main landing gear. The pilot had warmed the engine up and was ready to lift off. I was crawling up the side of the helicopter to get into the left-hand seat when the pilot lifted off. The pilot saw my hand on the windowsill and he set the helicopter down. One of the main wheels set down on an ice chock and it did not move. By this time the helicopter was in a tilted position and the pilot lifted off again. My hand or should I say my wedding ring got caught on the window sill as the helicopter started to rise and I was hanging by my wedding ring. It took a lot of strength to get my right hand on the windowsill in order to pull myself up in order to get into the seat. That was the only time I was glad I was married.
In another instance we were practicing hoist pickups in an HO3-S and it was my turn in the horse collar. The pilot picked me up until I was about fifty feet over the tarmac and instead of winching me up, he started to move. He was traveling at a high rate with me hanging from the hoist and heading for a stand of pine trees. He eventually winched me in as he dropped the helicopter to the ground. My feet and the wheels hit the ground at the same time.
In another instance we were practicing hoist pickups in an HO3-S and it was my turn in the horse collar. The pilot picked me up until I was about fifty feet over the tarmac and instead of winching me up, he started to move. He was traveling at a high rate with me hanging from the hoist and heading for a stand of pine trees. He eventually winched me in as he dropped the helicopter to the ground. My feet and the wheels hit the ground at the same time.
Last edited by Lu Zuckerman; 10th Aug 2003 at 09:26.
Join Date: Aug 2003
Location: AZ
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Nick,
Having been born and raised in Des Moines, I can say with much confidence that your instance is probably the most exciting thing ever to hit Des Moines.
Im a young lad with few hours so my scariest moment so far has been switching in a matter of a day from the moron that is allowed to screw up cause the guy next to me will fix it to the guy that has to fix whatever the moron does.
Cooper
Having been born and raised in Des Moines, I can say with much confidence that your instance is probably the most exciting thing ever to hit Des Moines.
Im a young lad with few hours so my scariest moment so far has been switching in a matter of a day from the moron that is allowed to screw up cause the guy next to me will fix it to the guy that has to fix whatever the moron does.
Cooper
Old Man Lappos was not at the controls while you rode the horse collar was he LU? Might explain why young Mr. Lappos takes such delight in stringing you along!
Join Date: Dec 1999
Location: UK
Posts: 2,584
Likes: 0
Received 0 Likes
on
0 Posts
Helping a scary, raddled old trollop in a miniskirt out of a B206 at a posh horserace, she was/had been married (?) to a Rolling Stone. Couldn't help but notice she wasn't wearing knickers, terrified she'd notice what I'd seen.
terrifying...hideous!
ugh!
terrifying...hideous!
ugh!
Join Date: Sep 2001
Location: Australia
Posts: 149
Likes: 0
Received 0 Likes
on
0 Posts
G'day All,
Hmmm, where to start?? With my training I guess!!
First flight after gaining my shiny new GFPT and permitted to carry passengers. The weather in the training area was a trifle on the poo side so my mate was happy just to do circuits on the airport. Everything went really well, I was so professional and didn't show off at all (probably didn't have the mental capacity left to show off, such was the stress of just doing it right). Time to head back to the main pad on the other side of the airport, just turning onto final at 500' and the R22's clutch light starts flickering. "Please go out, please, please!!" Hmmm, instead of going out as requested, it comes on and stays on. About 0.00001 microseconds before the collective goes down and I get to practice my autorotational technique, it flickers and goes out. My worst landing of the day is then achieved in front of the hangar. As we went inside, my friend remarked how smooth it all was and how much he enjoyed it. After a change of underwear, I told the maintenance people, who informed me that they were changing the belts that afternoon after my flight anyway.
A couple of weeks later, on another "passenger" flight, again on final approach, the machine started shaking violently and it felt like the main rotor was about to depart from the aircraft. The collective went down and instantly the shaking stopped. Not really wanting to do a real auto landing and as all the instruments were OK, I pulled pitch (gingerly) and all was well. What had happened was that we had picked up a plastic supermarket bag on the main rotor and unbalanced it (the guys in the tower called and let us know). This time my passenger was a bit more subdued until all was explained and he has flown with me many times over the years since, but always likes to remind me of his first flight.
After two emergency changes of underwear in a couple of weeks, I had to wait a few years for the next.
Cheers,
MPT
(probably a fair bit of nodding going on amongst you at present!!!)
Hmmm, where to start?? With my training I guess!!
First flight after gaining my shiny new GFPT and permitted to carry passengers. The weather in the training area was a trifle on the poo side so my mate was happy just to do circuits on the airport. Everything went really well, I was so professional and didn't show off at all (probably didn't have the mental capacity left to show off, such was the stress of just doing it right). Time to head back to the main pad on the other side of the airport, just turning onto final at 500' and the R22's clutch light starts flickering. "Please go out, please, please!!" Hmmm, instead of going out as requested, it comes on and stays on. About 0.00001 microseconds before the collective goes down and I get to practice my autorotational technique, it flickers and goes out. My worst landing of the day is then achieved in front of the hangar. As we went inside, my friend remarked how smooth it all was and how much he enjoyed it. After a change of underwear, I told the maintenance people, who informed me that they were changing the belts that afternoon after my flight anyway.
A couple of weeks later, on another "passenger" flight, again on final approach, the machine started shaking violently and it felt like the main rotor was about to depart from the aircraft. The collective went down and instantly the shaking stopped. Not really wanting to do a real auto landing and as all the instruments were OK, I pulled pitch (gingerly) and all was well. What had happened was that we had picked up a plastic supermarket bag on the main rotor and unbalanced it (the guys in the tower called and let us know). This time my passenger was a bit more subdued until all was explained and he has flown with me many times over the years since, but always likes to remind me of his first flight.
After two emergency changes of underwear in a couple of weeks, I had to wait a few years for the next.
Cheers,
MPT
(probably a fair bit of nodding going on amongst you at present!!!)
Join Date: Apr 2003
Location: North of the Border
Posts: 149
Likes: 0
Received 0 Likes
on
0 Posts
I was a new AFI doing autos with a very competent student. He had done 2 previous sorties doing autos with colleague, even to the stage of closing the throttle himself. We fully briefed it, completed checks etc. What I forgot was he was a plank driver. So when I called "practice engine failure - go" he reacted naturally (for a plank driver) and closed the throttle and hung onto the lever. The R22 RRPM needle reacted naturally in that configuration and fell like a stone. Fortunately I reacted naturally - pushed the collective neatly through the floor and I still have the cyclic grip imprinted on my belly.
I remember seeing the RRPM needle at 82%. By the time we had recovered we had zero airspeed but plenty of RRPM - almost too much and heart rates of 200. Learnt alot that day.
I remember seeing the RRPM needle at 82%. By the time we had recovered we had zero airspeed but plenty of RRPM - almost too much and heart rates of 200. Learnt alot that day.
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,576
Received 430 Likes
on
227 Posts
Once got held south of Kai Tak airport, waiting for multiple landing airliners. We were orbitting at about 60 kts. I was waiting to cross to the helicopter dispersal on the north side. The heaviest rain I have ever seen in almost 30 years of flying began to fall, with lightning flashes all around and strong gusty winds.
Everyone was trying to land to escape the weather, some airliner aircraft then began going around, we could hear them. The downpour suddenly increased in intensity and I began losing visual reference so I was obliged to come to the hover by the south shore of Victoria Harbour, using a concrete support for the elevated roadway adjacent to the water as my sole hover reference. I would have preferred to hover further out over the water but as usual there were a lot of ships passing and it would have been too risky. I could see NOTHING but that piece of concrete, about 5 metres outside the disk, for about ten minutes. ATC then asked if I could cross immediate, I said negative and explained our predicament and where we were.
After about the ten minutes of this, the rain eased slightly and I got ATC crossing clearance. I had to get the crewman to clear behind for ships so I could turn round and transition away. As soon as we approached the runway, the rain increased again so the vis was only about 10 metres or so! I saw the runway go underneath us at 90 degrees and briefly saw grass, but then lost all forward vis. I told ATC I could not hover taxi any further and landed on the next piece of tarmac immediately beneath us. We then became completely IMC on the ground. ATC asked our location and we had to admit we weren't sure but knew we were down the southeast end of the taxiway and certain we were clear of the runway on the north side (they still had a stream of inbound traffic).
We had to sit there for about another ten minutes until the storm went through. We radioed ops to look out of the window to see if they could see us across the "nullah" but they couldn't. ATC spoke to a taxying 747 and asked if he could see us but he couldn't either, very worrying. At one point I considered shutting down and running away!
When the rain eased, we were about 10 metres outside the fire section doors, but we hadn't seen the building at all. Good job they weren't called out, they would have hit us! It then took us only about 10 seconds to fly across to our dispersal.
The worst concern was that we were either going to get hit from behind by a ship whilst hovering over the harbour, or run over by a Jumbo once on the ground. They were still able to taxy, but we were generating our own IMC from the torrential rain hitting the rotor disc.
Everyone was trying to land to escape the weather, some airliner aircraft then began going around, we could hear them. The downpour suddenly increased in intensity and I began losing visual reference so I was obliged to come to the hover by the south shore of Victoria Harbour, using a concrete support for the elevated roadway adjacent to the water as my sole hover reference. I would have preferred to hover further out over the water but as usual there were a lot of ships passing and it would have been too risky. I could see NOTHING but that piece of concrete, about 5 metres outside the disk, for about ten minutes. ATC then asked if I could cross immediate, I said negative and explained our predicament and where we were.
After about the ten minutes of this, the rain eased slightly and I got ATC crossing clearance. I had to get the crewman to clear behind for ships so I could turn round and transition away. As soon as we approached the runway, the rain increased again so the vis was only about 10 metres or so! I saw the runway go underneath us at 90 degrees and briefly saw grass, but then lost all forward vis. I told ATC I could not hover taxi any further and landed on the next piece of tarmac immediately beneath us. We then became completely IMC on the ground. ATC asked our location and we had to admit we weren't sure but knew we were down the southeast end of the taxiway and certain we were clear of the runway on the north side (they still had a stream of inbound traffic).
We had to sit there for about another ten minutes until the storm went through. We radioed ops to look out of the window to see if they could see us across the "nullah" but they couldn't. ATC spoke to a taxying 747 and asked if he could see us but he couldn't either, very worrying. At one point I considered shutting down and running away!
When the rain eased, we were about 10 metres outside the fire section doors, but we hadn't seen the building at all. Good job they weren't called out, they would have hit us! It then took us only about 10 seconds to fly across to our dispersal.
The worst concern was that we were either going to get hit from behind by a ship whilst hovering over the harbour, or run over by a Jumbo once on the ground. They were still able to taxy, but we were generating our own IMC from the torrential rain hitting the rotor disc.
Grandpa Aerotart
While I'm a plank driver myself I have had the need to ride in fling wings a few times.
When a Cessna 185 that I owned was crashed north of Port Moresby I rode in a MD500E into the crash site, in a tiny valley, to check for survivors, and the only way to get close was to hover down into a creek. My fearless flingwingdriva asked me to watch for branches thicker than my thumb while he hacked his way down to the creekbed with the main rotor
He then hovered with one skid on a rock and the other over white water while I gingerly crawled out and walked up to the wreck...no survivors...we then left several villagers there to cut a bush helipad for extraction of the bodies the next morning as it was getting very late. How they felt spending the night with a bunch a dead people I know not.
The next morning dawned clear and I again rode out to the crash valley this time in a Long Ranger and a different flingwingdriva. As we circled over the crash sight a very good looking bush helipad greeted us down a very deep 'wood tube' of cleared trees. I'd reckon about 150' and about two rotor disks in diameter. As we hovered vertically down a HUGE tree next to us seemed to be rocking more than a 150' tall tree should...I looked down toward the base and saw it was cut over half way through and a chainsaw jammed in the cut...."F*CKING CLIMB!!!"
To his credit he did so without so much as a "Huh?". When we were clear I explained what was going on and he hovered over for a look...he then 'leant' on the tree with his downwash and it fell straight across the helipad....and I mean a perfect bisection
We came back some hours later to see the mess cleared and a serviceable bush pad so landed...lifting 9 bodies, including children, out over the course of that day is a seperate horror story.
Chuck.
When a Cessna 185 that I owned was crashed north of Port Moresby I rode in a MD500E into the crash site, in a tiny valley, to check for survivors, and the only way to get close was to hover down into a creek. My fearless flingwingdriva asked me to watch for branches thicker than my thumb while he hacked his way down to the creekbed with the main rotor
He then hovered with one skid on a rock and the other over white water while I gingerly crawled out and walked up to the wreck...no survivors...we then left several villagers there to cut a bush helipad for extraction of the bodies the next morning as it was getting very late. How they felt spending the night with a bunch a dead people I know not.
The next morning dawned clear and I again rode out to the crash valley this time in a Long Ranger and a different flingwingdriva. As we circled over the crash sight a very good looking bush helipad greeted us down a very deep 'wood tube' of cleared trees. I'd reckon about 150' and about two rotor disks in diameter. As we hovered vertically down a HUGE tree next to us seemed to be rocking more than a 150' tall tree should...I looked down toward the base and saw it was cut over half way through and a chainsaw jammed in the cut...."F*CKING CLIMB!!!"
To his credit he did so without so much as a "Huh?". When we were clear I explained what was going on and he hovered over for a look...he then 'leant' on the tree with his downwash and it fell straight across the helipad....and I mean a perfect bisection
We came back some hours later to see the mess cleared and a serviceable bush pad so landed...lifting 9 bodies, including children, out over the course of that day is a seperate horror story.
Chuck.
Join Date: Jul 2003
Location: Gaithersburg, MD
Posts: 622
Likes: 0
Received 0 Likes
on
0 Posts
I hesitate to post this for two reasons:
1) It is NOTHING compared to what you guys have experienced
2) It happened in a Robbie (so please don't turn this into a "let's bash Robinson" thread)
Last month, I was practicing a few quick-stops in an R22 Beta. During the second quick-stop the engine rpm dropped - dramatically! In fact, this startled me somewhat and I aborted the procedure and immediately leveled the ship - preparing to do an auto/running landing.
I was only going about 40 KIAS into the wind, and I don't think my quick-stop was very aggressive (i.e. I didn't slam the collective down and yank the cyclic during the flare). When I heard the engine rpm drop like that, my heart probably skipped two beats and I actually thought the engine was going to stall on me in the middle of my flare. Consequently, I didn't take the time to look at the gauges - I just reacted. The RRPM horn did NOT sound; nevertheless, I concentrated on getting the ship into a level attitude for auto/running landing, if needed.
Fortunately, the engine power came back up and everything was fine. It was about 80 degrees F that morning. Winds were 7 knotts. Field elevation was 303 MSL. During my last approach, I was using carb heat until about 100 AGL and then closed the carb heat. It's hard to say what happened, but I think the most likely cause was that we briefly entered autorotation (we were heavy that day - passenger weighed 238) and the engine rpm pulsed lower than what I was used to.
Not exactly "hair raising," but it scared the hell out of ME.
1) It is NOTHING compared to what you guys have experienced
2) It happened in a Robbie (so please don't turn this into a "let's bash Robinson" thread)
Last month, I was practicing a few quick-stops in an R22 Beta. During the second quick-stop the engine rpm dropped - dramatically! In fact, this startled me somewhat and I aborted the procedure and immediately leveled the ship - preparing to do an auto/running landing.
I was only going about 40 KIAS into the wind, and I don't think my quick-stop was very aggressive (i.e. I didn't slam the collective down and yank the cyclic during the flare). When I heard the engine rpm drop like that, my heart probably skipped two beats and I actually thought the engine was going to stall on me in the middle of my flare. Consequently, I didn't take the time to look at the gauges - I just reacted. The RRPM horn did NOT sound; nevertheless, I concentrated on getting the ship into a level attitude for auto/running landing, if needed.
Fortunately, the engine power came back up and everything was fine. It was about 80 degrees F that morning. Winds were 7 knotts. Field elevation was 303 MSL. During my last approach, I was using carb heat until about 100 AGL and then closed the carb heat. It's hard to say what happened, but I think the most likely cause was that we briefly entered autorotation (we were heavy that day - passenger weighed 238) and the engine rpm pulsed lower than what I was used to.
Not exactly "hair raising," but it scared the hell out of ME.
Join Date: Jul 2003
Location: Gaithersburg, MD
Posts: 622
Likes: 0
Received 0 Likes
on
0 Posts
Well... okay. I was a kid in the 82nd ABN. We just completed a combat parachute assault into Panama (jumping from 450' AGL @ 130 knots will give you one hell of a jolt). We were taking a little fire, and one of our guys got hit in the door before we could jump. The pilot comes on the intercom and says, "Hang on boys, it's a little hot down there so we're going to go around for another pass." The Jump Master says, "F*** THAT! Green light, Go, Go, Go!" Of course, the Candy-A$$ Air Force pilot adds more throttle and begins a hard left bank - we all jumped out anyway (more like stumbled out because of the roll). Let me fast forward to the helicopter stuff...
After we completed the airfield seizure, our Company prepared for an Air Assault into Panama Vieho (old Panama - the ruins on the edge of the city). Task Force 160 came in with more Blackhawks than I had ever seen in my entire life (to this day). The entire Batallion was conducting some kind of Air Assault to several key locations in the region. It was a pretty cool sight (gave me a stiffy). Well, we loaded 20 troopers to a bird... no seats, no belts, and no safety strap across the cargo area. They did have the Kevlar floors put in to stop small arms ground fire (thank God).
SIDE NOTE: My pack weighed exactly 110 pounds. I also carried 3000 rounds of linked ammunition, two grenages, signal flare, protective (gas) mask, water, one mortor round (each trooper had to carry one), and a Claymore mine. Some of the other guys carried a lot more crap (M60 has a tripod, Mortor has a base plate and computer, etc). There were 20 of us in each bird! How the hell did that thing get off the ground?
Even though the AC-130 gun ships were blowing up anything that remotely looked like a threat, I was already a little punchy because we received a fair amount of fire when we jumped in. By the way, an AC-130 firing at night looks like a laser beam from the plane to the ground and every FIFTH round is a tracer (awesome firepower)! But, it was morning by the time we secured the airfield and got going in the Blackhawks.
Anyway, I had a light machine gun (M249 - slightly smaller than the M60 you see on TV, but it has a much faster rate of fire). I got a choice seat on the edge. We were supposed to take down the Panamanian Defense Force Anti-terrorist Unit and barracks next to Panama Vieho. So, we start hauling a$$ in a low-level flight across the jungle and then along the coast of the Canal. I was supposed to lay down surpressive fire when we reached our objective.
About half way there, the pilot performs a very gentle quick-stop and brings us to an OGE hover. I didn't know what was going on. Suddenly, two Apache helicopters raise up from the jungle. I NEVER even saw them - they came out of nowhere! They criss-crossed in front of our stick and then began to escort us to the LZ (they must have had a stiffy, too).
Well, the LZ looked good and we were about to make our approach. Of course, all hell broke loose! We started receiving sniper fire from civilian buildings, and we couldn't get a fix on the little ba$tards because they were using loop holes (small holes in wall - no silouette to target). Just as we were about to touch down, the pilot got shot in the head (messy).
At about 5 feet off the deck, we got the hell out of the bird and returned fire. The co-pilot kept the aircraft STEADY AND AT A LOW HOVER ON THE LZ!!! I don't know if I could grab the stick and stay on mission after my friend's skull was scattered all over the instrument panel. That pilot has cast iron balls the size of watermellons! I wish I knew who that guy was, because he kept a lot of troopers from getting seriously hurt or killed. After it was all over, we received reports that our bird had 23 bullet holes in the fuselage!
To Mr. Task Force 160 Co-Pilot: Thanks for keeping the faith, Brother!
After we completed the airfield seizure, our Company prepared for an Air Assault into Panama Vieho (old Panama - the ruins on the edge of the city). Task Force 160 came in with more Blackhawks than I had ever seen in my entire life (to this day). The entire Batallion was conducting some kind of Air Assault to several key locations in the region. It was a pretty cool sight (gave me a stiffy). Well, we loaded 20 troopers to a bird... no seats, no belts, and no safety strap across the cargo area. They did have the Kevlar floors put in to stop small arms ground fire (thank God).
SIDE NOTE: My pack weighed exactly 110 pounds. I also carried 3000 rounds of linked ammunition, two grenages, signal flare, protective (gas) mask, water, one mortor round (each trooper had to carry one), and a Claymore mine. Some of the other guys carried a lot more crap (M60 has a tripod, Mortor has a base plate and computer, etc). There were 20 of us in each bird! How the hell did that thing get off the ground?
Even though the AC-130 gun ships were blowing up anything that remotely looked like a threat, I was already a little punchy because we received a fair amount of fire when we jumped in. By the way, an AC-130 firing at night looks like a laser beam from the plane to the ground and every FIFTH round is a tracer (awesome firepower)! But, it was morning by the time we secured the airfield and got going in the Blackhawks.
Anyway, I had a light machine gun (M249 - slightly smaller than the M60 you see on TV, but it has a much faster rate of fire). I got a choice seat on the edge. We were supposed to take down the Panamanian Defense Force Anti-terrorist Unit and barracks next to Panama Vieho. So, we start hauling a$$ in a low-level flight across the jungle and then along the coast of the Canal. I was supposed to lay down surpressive fire when we reached our objective.
About half way there, the pilot performs a very gentle quick-stop and brings us to an OGE hover. I didn't know what was going on. Suddenly, two Apache helicopters raise up from the jungle. I NEVER even saw them - they came out of nowhere! They criss-crossed in front of our stick and then began to escort us to the LZ (they must have had a stiffy, too).
Well, the LZ looked good and we were about to make our approach. Of course, all hell broke loose! We started receiving sniper fire from civilian buildings, and we couldn't get a fix on the little ba$tards because they were using loop holes (small holes in wall - no silouette to target). Just as we were about to touch down, the pilot got shot in the head (messy).
At about 5 feet off the deck, we got the hell out of the bird and returned fire. The co-pilot kept the aircraft STEADY AND AT A LOW HOVER ON THE LZ!!! I don't know if I could grab the stick and stay on mission after my friend's skull was scattered all over the instrument panel. That pilot has cast iron balls the size of watermellons! I wish I knew who that guy was, because he kept a lot of troopers from getting seriously hurt or killed. After it was all over, we received reports that our bird had 23 bullet holes in the fuselage!
To Mr. Task Force 160 Co-Pilot: Thanks for keeping the faith, Brother!
Join Date: Mar 2003
Location: uk
Posts: 573
Likes: 0
Received 0 Likes
on
0 Posts
This probable qualifies for the most stupid student as well.
On a bright and sunny day two people enter the reception of the helicopter training company that I worked for as the Chief Pilot.
We are fixed wing pilots and would like to have a trial lesson on a helicopter to see wheather we do a helicopter course said the man. My girl friend and I would like to fly today if that's possible?
The receptionist introduced this pair to me.
There was a free slot in the flying program and I duly carried out a comprehensive briefing on the sortie which was to be two half hour flights.
Asking who was to be the first to fly, the girl was given the priviledge.
After a short walk round the S300 we climbed aboard and proceeded with the start, eventually I hovered to the helicopter training area from where I departed the airfield. I thought it wise to start the introduction to helicopter flight by way of some upper air work to show the differences in the handling and control inputs of the helicopter. During all phases of the flight the girl was follwing through on all controls.
After a demonstration of using the cyclic to level off after a gentle climb I handed over cyclic control to the girl.
A short period of straight and level which was flown adequately was fo;;owed by a slight climb. This situation was very similar to one which I had showed her previously. I intimated that she should level the helicopter to the cruise attitude which we had briefed and flown a few moments earlier.
Suddenly we were in a fully nose down attitude, as the girl had pushed the cyclic fully forward. Immediately I took control with the sound of my heart beat in my ears. I recovered to S/L and calmly explained that what I was asking her to perform was a Small Gentle Tiny movement of the cyclic. I demonstrated what I wanted her to do. I questioned her and she confirmed that she understood what I was asking her to do upon handing over control. Same situation and unbelievably she did the same stupid thing. I told her that that was not correct and asked her to follow through on another demonstration of the use of the cyclic that I wanted her to perform. 'Do you understand' that I want you to use the cyclic just a tiny tiny bit to gently control the attitude, Yes wa sher answer. Well the sane thing happened by which time I had had enough of ths and without another word flew back to base, closed down and went to the office where her boyfriend was waiting.
'How did she get on' he asked
'I've never flown with such a stupid person in all my life' I said. And I dont believe either of you are pilots and I am not going to fly with you' I told him
'So good day, and good bye'
On reflection I am alive because the 300 coped well with that situation. Had it been a Robbo I perhaps would not be typing this.
Stupid and very scarry.
On a bright and sunny day two people enter the reception of the helicopter training company that I worked for as the Chief Pilot.
We are fixed wing pilots and would like to have a trial lesson on a helicopter to see wheather we do a helicopter course said the man. My girl friend and I would like to fly today if that's possible?
The receptionist introduced this pair to me.
There was a free slot in the flying program and I duly carried out a comprehensive briefing on the sortie which was to be two half hour flights.
Asking who was to be the first to fly, the girl was given the priviledge.
After a short walk round the S300 we climbed aboard and proceeded with the start, eventually I hovered to the helicopter training area from where I departed the airfield. I thought it wise to start the introduction to helicopter flight by way of some upper air work to show the differences in the handling and control inputs of the helicopter. During all phases of the flight the girl was follwing through on all controls.
After a demonstration of using the cyclic to level off after a gentle climb I handed over cyclic control to the girl.
A short period of straight and level which was flown adequately was fo;;owed by a slight climb. This situation was very similar to one which I had showed her previously. I intimated that she should level the helicopter to the cruise attitude which we had briefed and flown a few moments earlier.
Suddenly we were in a fully nose down attitude, as the girl had pushed the cyclic fully forward. Immediately I took control with the sound of my heart beat in my ears. I recovered to S/L and calmly explained that what I was asking her to perform was a Small Gentle Tiny movement of the cyclic. I demonstrated what I wanted her to do. I questioned her and she confirmed that she understood what I was asking her to do upon handing over control. Same situation and unbelievably she did the same stupid thing. I told her that that was not correct and asked her to follow through on another demonstration of the use of the cyclic that I wanted her to perform. 'Do you understand' that I want you to use the cyclic just a tiny tiny bit to gently control the attitude, Yes wa sher answer. Well the sane thing happened by which time I had had enough of ths and without another word flew back to base, closed down and went to the office where her boyfriend was waiting.
'How did she get on' he asked
'I've never flown with such a stupid person in all my life' I said. And I dont believe either of you are pilots and I am not going to fly with you' I told him
'So good day, and good bye'
On reflection I am alive because the 300 coped well with that situation. Had it been a Robbo I perhaps would not be typing this.
Stupid and very scarry.
Join Date: Jul 2003
Location: Gaithersburg, MD
Posts: 622
Likes: 0
Received 0 Likes
on
0 Posts
Like a sack of...
One more (to humor Helistop)...
I was in Air Assault School at Ft. Campbell, and it was the last couple of days of training (10 day course). So, we were practicing tactical rappells from UH-60's that morning from about 60 feet (not too high, but a bit scary when hanging over the edge by your toes). I had just gotten into a good "L" shape and was waiting for the Rappell Master's "Go."
Suddenly, there was a flash fire that swept though the cargo area and made it's way into the cockpit! (Don't ask me what or how - I have no clue). Anyway, the Rappell Master yelled at me, "One break to the ground and get your a$$ off my line - GO!" So, I did - and because of the fast decent and only one brake close to the ground, the line streched too far and I smacked the ground with a TERRIBLE "Whump!"
Immediately, the pilot decended under power to a controlled landing. Good thing he didn't go too far, because I was in so much pain - I just laid there for a while (had the wind knocked out of me). I was still attached to the line. Well, he shut down, and everybody that was remaining ran from the helicopter. The Crew Chief put out the fire with extinguishers and that was that.
That wasn't exactly a confidence builder for me, and I've kinda been afraid of heights ever since.
Sorry I don't have any "pilot" stories. I didn't start flying until several years after I got out of the military... I'll shut up, now.
I was in Air Assault School at Ft. Campbell, and it was the last couple of days of training (10 day course). So, we were practicing tactical rappells from UH-60's that morning from about 60 feet (not too high, but a bit scary when hanging over the edge by your toes). I had just gotten into a good "L" shape and was waiting for the Rappell Master's "Go."
Suddenly, there was a flash fire that swept though the cargo area and made it's way into the cockpit! (Don't ask me what or how - I have no clue). Anyway, the Rappell Master yelled at me, "One break to the ground and get your a$$ off my line - GO!" So, I did - and because of the fast decent and only one brake close to the ground, the line streched too far and I smacked the ground with a TERRIBLE "Whump!"
Immediately, the pilot decended under power to a controlled landing. Good thing he didn't go too far, because I was in so much pain - I just laid there for a while (had the wind knocked out of me). I was still attached to the line. Well, he shut down, and everybody that was remaining ran from the helicopter. The Crew Chief put out the fire with extinguishers and that was that.
That wasn't exactly a confidence builder for me, and I've kinda been afraid of heights ever since.
Sorry I don't have any "pilot" stories. I didn't start flying until several years after I got out of the military... I'll shut up, now.
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,576
Received 430 Likes
on
227 Posts
RD,
They should have briefed you better.
Don't ever, ever, eat baked beans before flying and if you do, don't ever, ever, open the door near the exhaust.......
They should have briefed you better.
Don't ever, ever, eat baked beans before flying and if you do, don't ever, ever, open the door near the exhaust.......
Iconoclast
Join Date: Sep 2000
Location: The home of Dudley Dooright-Where the lead dog is the only one that gets a change of scenery.
Posts: 2,132
Likes: 0
Received 0 Likes
on
0 Posts
Asleep at the wheel.
I have already posted my experiences outside of the helicopter so I feel that this story might be piling on. This took place not in a helicopter but in a flying boat (PBY). We were called out early one morning to search for a tugboat that had exploded and sunk not too far from Buffalo, New York. We checked out our P Boat and my aircrew assignment was as flight engineer. We were to be accompanied by an USAF B-17 at the search scene. The weather was miserable. It was cold and foggy and visibility was almost zero in the search area. About 7 hours into the search the B-17 returned to base but our pilots elected to keep up the search. When we landed at Buffalo to refuel and return to base I had been on the engineers panel for 14 hours and I had gotten out of the sack about four hour hours prior to takeoff.
Once we had taken off, I hit the sack (We had four bunks on the plane). While I was sleeping the pilots encountered icing and they were running the anti ice alcohol pump to get the ice off the props. They also turned on the gasoline heater for the tail but it wasn’t putting out the required heat. The wing warmers, which used exhaust heat didn’t fair much better. Then it happened. The alcohol pump caught fire and the fire was encroaching on the fuel tank for the APU. All of this was going on about five feet from my head and I was totally oblivious to what was going on. The bail out bell had been rung two times and with the third we would have to bail out and I didn’t hear a thing. With no alcohol on the props they began to ice up and the props would go out of balance and throw the ice in big chunks. Several chunks of ice hit the window in the navigators’ hatch and broke the Plexiglas and the rest peppered the left and right sides of the aircraft. With the window broken it got real cold inside the aircraft and I was still totally oblivious to what was happening.
When we landed I was awakened and told to open up the hangar doors and the aircraft would taxi in instead of being towed in backwards. When I got out and turned on the ramp lights I was absolutely amazed. Both primary antennas were broken away and were hanging over the tail. The aircraft was coated in ice and the sides of the aircraft had been pock marked by the ice coming off the props. Later the pilot told me that if they had to fly another 20-30 miles to get to the base the aircraft would have crashed.
Once we had taken off, I hit the sack (We had four bunks on the plane). While I was sleeping the pilots encountered icing and they were running the anti ice alcohol pump to get the ice off the props. They also turned on the gasoline heater for the tail but it wasn’t putting out the required heat. The wing warmers, which used exhaust heat didn’t fair much better. Then it happened. The alcohol pump caught fire and the fire was encroaching on the fuel tank for the APU. All of this was going on about five feet from my head and I was totally oblivious to what was going on. The bail out bell had been rung two times and with the third we would have to bail out and I didn’t hear a thing. With no alcohol on the props they began to ice up and the props would go out of balance and throw the ice in big chunks. Several chunks of ice hit the window in the navigators’ hatch and broke the Plexiglas and the rest peppered the left and right sides of the aircraft. With the window broken it got real cold inside the aircraft and I was still totally oblivious to what was happening.
When we landed I was awakened and told to open up the hangar doors and the aircraft would taxi in instead of being towed in backwards. When I got out and turned on the ramp lights I was absolutely amazed. Both primary antennas were broken away and were hanging over the tail. The aircraft was coated in ice and the sides of the aircraft had been pock marked by the ice coming off the props. Later the pilot told me that if they had to fly another 20-30 miles to get to the base the aircraft would have crashed.
Join Date: Aug 2003
Location: AZ
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Anyone know if the guys at the national guard just screw with civilians? Under a week ago I was doing some work under the hood for my CFII and I saw a shadow out of the corner of my eye followed within a second by my instructor saying I have the controls, followed by me looking up, followed by a rushing sound, followed by seeing two f16 pass under 700' in front of us. After some cussing and thanking god, I realized what i just saw was pretty cool considering they were at our altitude of 500' AGL but going atleast 4 times our speed.
Anyways, I realized they have TCAS and probably knew about us 10 minutes before we knew about them, so my only thought is that they decided just to give a nice 300 kts welcome flyby
Cooper
Anyways, I realized they have TCAS and probably knew about us 10 minutes before we knew about them, so my only thought is that they decided just to give a nice 300 kts welcome flyby
Cooper
In over twenty years of flying, I can only recall being REALLY scared once, when the thought "I guess my wife and daughter are doing the rest on their own" flashed vividly through my head.
Recently checked out on a new twin, I had very little second-in-command time under my belt, all my time being PIC on singles and twins. The Captain was very high time and I have the utmost respect for his skills, but it was not a pleasant experience not being in control.
Anyway, we found ourselves trying to maintain visual reference along a rugged mountaineous coastline with ice laden seas heaving heavily below us, heavy icing in the clouds above us, 4000 foot rock face on one side, 45 knot winds, and less than 1/4 vis in snow, with an engine out, and low on fuel. The aircraft in question falls out of the sky on one can below 35 knots, yet we had to turn downwind to get to the nearest airfield, the only place to land in a hundred plus miles. The turn was made at 100 feet on the rad alt and as the airspeed hit zero, I just braced for the seas coming through the windshield and the aforementioned thought flashed through my head.
Somehow airspeed was regained (me yelling "airspeed zero" repeatedly hopefully helped more than hindered), we never fell out of the sky but crawled along the surf at 80 knots groundspeed. When the LOC/BC needle came alive a 90 degree turn was made inland and as the numbers flashed through the chin bubble the aircraft was planted downwind in reported 1/8 mile vis. When we got her stopped we couldn't find the taxiway to clear the runway.
Yea, I was scared.
Recently checked out on a new twin, I had very little second-in-command time under my belt, all my time being PIC on singles and twins. The Captain was very high time and I have the utmost respect for his skills, but it was not a pleasant experience not being in control.
Anyway, we found ourselves trying to maintain visual reference along a rugged mountaineous coastline with ice laden seas heaving heavily below us, heavy icing in the clouds above us, 4000 foot rock face on one side, 45 knot winds, and less than 1/4 vis in snow, with an engine out, and low on fuel. The aircraft in question falls out of the sky on one can below 35 knots, yet we had to turn downwind to get to the nearest airfield, the only place to land in a hundred plus miles. The turn was made at 100 feet on the rad alt and as the airspeed hit zero, I just braced for the seas coming through the windshield and the aforementioned thought flashed through my head.
Somehow airspeed was regained (me yelling "airspeed zero" repeatedly hopefully helped more than hindered), we never fell out of the sky but crawled along the surf at 80 knots groundspeed. When the LOC/BC needle came alive a 90 degree turn was made inland and as the numbers flashed through the chin bubble the aircraft was planted downwind in reported 1/8 mile vis. When we got her stopped we couldn't find the taxiway to clear the runway.
Yea, I was scared.
Join Date: Nov 2000
Location: Sunrise, Fl. U.S.A.
Posts: 467
Likes: 0
Received 0 Likes
on
0 Posts
I've only had two "scary" moments, and they really were not comparible to most here IMHO.
First was doing a normal approach with gov off, and three birds decided they liked to cruise thermals right in my approach path, 2 of them waved off but the third thought it would be nice to keep coming closer ... made "a movement" and the next thing I knew I was at a 30-35 deg down angle and the RPM horn going off, likely due to my pushing fwd.
Now, as no light feeling was in my seat, and discussion with my CFI determined I didnt go low G, I think I banked and went fwd on it, but ended up with a yelp, and then recovered, he flipped on the gov, and I lowered and added power. but the close call left me a little shaken.
Second one was a fuel issue, the classic trap, and I'll leave it that way. I won't fall into that again.
First was doing a normal approach with gov off, and three birds decided they liked to cruise thermals right in my approach path, 2 of them waved off but the third thought it would be nice to keep coming closer ... made "a movement" and the next thing I knew I was at a 30-35 deg down angle and the RPM horn going off, likely due to my pushing fwd.
Now, as no light feeling was in my seat, and discussion with my CFI determined I didnt go low G, I think I banked and went fwd on it, but ended up with a yelp, and then recovered, he flipped on the gov, and I lowered and added power. but the close call left me a little shaken.
Second one was a fuel issue, the classic trap, and I'll leave it that way. I won't fall into that again.
Join Date: Feb 2001
Location: A PC!
Posts: 594
Likes: 0
Received 0 Likes
on
0 Posts
Not rotary but..........
Co-pilot on a VC10 (with 38 pax on board) a tyre exploded in the wheel well at top of descent into Brize Norton from Leuchars.
This blew off the undercarriage door, ruptured the pressure hull (damage was in the main spar area!), took out the fuel lines to the port engines (both shut themselves down, of course), and caused all the fuel in the port wing to vent overboard.
As a result we ended up double asymmetric, port hydraulics down (emergency gear lowering required), below minimum landing fuel and committed to landing on a damaged main gear (extent of damage unknown) with structural damage (extent unknown). Oh yes, it was dark, too!
Initially we were busy but after completing all the drills we had a few quiet moments during the latter part of the descent during which a certain amount of nerves set in (my knees literally started to knock!). Once the approach began we were too busy to worry.
After landing we had to evacuate down the slides because we had fuel dripping onto hot brakes.
The root cause? A sticky brake unit caused the wheel to lock up on takeoff and 25 minutes later (at the point of maximum heating) it blew!
Not to mention the time when just past the point of no return on an atlantic crossing (heading for Canada) EVERY airport within range suddenly closed due to an unexpected snowstorm across eastern Canada and north eastern USA. I do mean EVERY airport in range.
It gives you a tense moment or two when you have to find the airport which is least below the minima (if that makes sense) and also know that you have nowhere else to go if that does not work out. It is also worse if you have time to think about it (see first tale) than if you just have to get on and do it.
Co-pilot on a VC10 (with 38 pax on board) a tyre exploded in the wheel well at top of descent into Brize Norton from Leuchars.
This blew off the undercarriage door, ruptured the pressure hull (damage was in the main spar area!), took out the fuel lines to the port engines (both shut themselves down, of course), and caused all the fuel in the port wing to vent overboard.
As a result we ended up double asymmetric, port hydraulics down (emergency gear lowering required), below minimum landing fuel and committed to landing on a damaged main gear (extent of damage unknown) with structural damage (extent unknown). Oh yes, it was dark, too!
Initially we were busy but after completing all the drills we had a few quiet moments during the latter part of the descent during which a certain amount of nerves set in (my knees literally started to knock!). Once the approach began we were too busy to worry.
After landing we had to evacuate down the slides because we had fuel dripping onto hot brakes.
The root cause? A sticky brake unit caused the wheel to lock up on takeoff and 25 minutes later (at the point of maximum heating) it blew!
Not to mention the time when just past the point of no return on an atlantic crossing (heading for Canada) EVERY airport within range suddenly closed due to an unexpected snowstorm across eastern Canada and north eastern USA. I do mean EVERY airport in range.
It gives you a tense moment or two when you have to find the airport which is least below the minima (if that makes sense) and also know that you have nowhere else to go if that does not work out. It is also worse if you have time to think about it (see first tale) than if you just have to get on and do it.
Last edited by moggie; 20th Aug 2003 at 16:50.