Flying in "dead man's curve" SE
Banjo,
Now that would be an accident investigation...a 90 year old pilot and two youngish females, a mangled cockpit....the forensics people would have a fit trying to sort out who was driving!
Now that would be an accident investigation...a 90 year old pilot and two youngish females, a mangled cockpit....the forensics people would have a fit trying to sort out who was driving!
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 72
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It's nice and warm, and I've only seen 33 Kv lines here! The 212 is a real pussycat - and they pay me!
I found with the 206 that we could maintain 35 kts on the 33 lines, but once you start with the twisty-turny stuff on the 11s, and the poles go by every three seconds, you had to be very careful to keep the speed on. I know our Ops Inspector had no idea of the problems iuntil I took him on a trip. A good powerline pilot is like an advanced motorist - the hands and feet are in the right position before you get into the corner!
I still think some of those Welsh valleys are twin country - I remember pulling a trip once in the 206.
How's the new hangar?
Phil
I found with the 206 that we could maintain 35 kts on the 33 lines, but once you start with the twisty-turny stuff on the 11s, and the poles go by every three seconds, you had to be very careful to keep the speed on. I know our Ops Inspector had no idea of the problems iuntil I took him on a trip. A good powerline pilot is like an advanced motorist - the hands and feet are in the right position before you get into the corner!
I still think some of those Welsh valleys are twin country - I remember pulling a trip once in the 206.
How's the new hangar?
Phil
Join Date: Nov 2004
Location: All Over Down Under
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Overpitched, was waiting for someone to mention the Oz mustering pilot as it is common for the senior pilots to do there 1000-1400Hr limit in a season of which 80-90% would be low level and inside the HV Curve and mainly in the R22 with some H300's about (few and far between). You have to be aware of absolutely everything around you in this environment, including thinking about your wind, cattle, other helicopters, groundcrew, fuel,Ts&Ps, your surrounding around you eg, trees,powerlines, birds and all the other nastys.Trying to maintain your airspeed as much as you can is one of the most important factors I believe as well as always planning yourself escape routes before you go into every situation as these things combined will help to minimise risks. If something does go wrong you can only try to put yourself in the best situation possible. All this was taught to me when starting off in mustering by high hour pilots and it still stays in the back of my mind in every situation I go into.
It's unfortunate that some rogue mustering pilots stereotype the whole mustering industry into "cowboy pilots". That's why I believe you see alot of mustering pilots getting out of the industry after 2-3yrs as they don't want to be labelled with this cowboy pilot image by the rest of the aviation world!
I do believe a mustering pilot with the same amount of hours as a tourist or charter pilot is miles ahead skills wise when it comes to handling and flying a machine maybe not flying a textbook circuit or doing the best radio calls but actually flying the helicopter. Anyone else with comments on this?
Anyway getting pretty sick of the wet season at the moment and just about ready to get into another season in the next month or so
It's unfortunate that some rogue mustering pilots stereotype the whole mustering industry into "cowboy pilots". That's why I believe you see alot of mustering pilots getting out of the industry after 2-3yrs as they don't want to be labelled with this cowboy pilot image by the rest of the aviation world!
I do believe a mustering pilot with the same amount of hours as a tourist or charter pilot is miles ahead skills wise when it comes to handling and flying a machine maybe not flying a textbook circuit or doing the best radio calls but actually flying the helicopter. Anyone else with comments on this?
Anyway getting pretty sick of the wet season at the moment and just about ready to get into another season in the next month or so
Below the Glidepath - not correcting
UK Army bent most of their Gazelles by throwing them at the ground to teach people what happened when the donkey stoppped - trouble being, the donkey hardly ever stopped (single digit occurences in 30 years of Ops, despite mostly being less than 100' AGL all your life) so the accident stats for single engined ops were completey skewed by training for the event that never happened. To balance the down side of all the engine off training, at least you always knew you could get it on the ground safely "sans moteur", a far more likely occurence when you migrated to the twin engined fury of the mighty Westland oil slick (Lynx). Now there's an aircraft where you really want to know where the the avoid curve is.
