Rotorheads Around the World (incl 'Views from the Cockpit')
Join Date: Nov 2006
Location: rock and heather
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Ringer,
The company was Specialist Helicopters,but were bought by PDG around three years back.
I was a groundhandler with them for four years,and have to say it was the best job i've had
.I can't say enough about the skills these guys had/have in the lifting game,and i'll forever tip my cap to them
.
PDG are the only players up here doing this kind of thing now,and probably lead the market at it nationwide too.
SYH.
The company was Specialist Helicopters,but were bought by PDG around three years back.
I was a groundhandler with them for four years,and have to say it was the best job i've had
.I can't say enough about the skills these guys had/have in the lifting game,and i'll forever tip my cap to them.PDG are the only players up here doing this kind of thing now,and probably lead the market at it nationwide too.
SYH.
Selection of pics. Enjoy?
My main interest is photographing "Fixed Wing" BUT,
I also like ,when it's interesting, to photograph Helicopters.
This is a small selection since I went Digital in 2005.
Enjoy.
I have many more earlier Helicopter Pics. on slides, waiting for the right "Scanner" before posting some.
Lots of Nato stuff, Trips to USA and Canada, Middle Wallop meetings etc. including Fun and Games at "Broadlands".
Duxford July 2006, Note "Vortices" off the blades.
I particularly like this for the "Light" effect. Duxford Sept 2006
This was hairy!!!, Right above me!!!, Shadows underneath prove the "Angle"
Duxford Sept 2006
Landiviseau, France "Tiger Meet" June 2008
Landiviseau, France "Tiger Meet" June 2008
Kecskemet Airshow Hungary, Aug. 2008
Kecskemet Airshow Hungary, Aug. 2008
Kecskemet Airshow Hungary Aug. 2008
Kecskemet Airshow Hungary Aug. 2008
Fairford July 2008
Fairford July 2008
OPF.
I also like ,when it's interesting, to photograph Helicopters.
This is a small selection since I went Digital in 2005.
Enjoy.
I have many more earlier Helicopter Pics. on slides, waiting for the right "Scanner" before posting some.
Lots of Nato stuff, Trips to USA and Canada, Middle Wallop meetings etc. including Fun and Games at "Broadlands".
Duxford July 2006, Note "Vortices" off the blades.
I particularly like this for the "Light" effect. Duxford Sept 2006
This was hairy!!!, Right above me!!!, Shadows underneath prove the "Angle"
Duxford Sept 2006
Landiviseau, France "Tiger Meet" June 2008
Landiviseau, France "Tiger Meet" June 2008
Kecskemet Airshow Hungary, Aug. 2008
Kecskemet Airshow Hungary, Aug. 2008
Kecskemet Airshow Hungary Aug. 2008
Kecskemet Airshow Hungary Aug. 2008
Fairford July 2008
Fairford July 2008
OPF.
Last edited by Old Photo.Fanatic; 25th Jun 2009 at 22:19. Reason: Change of Title
Kangia:
Thanks---I cannot take credit, I was flying--The pictures were taken by our aviation safety officer Bob Barnes---who is also an amateur photographer.
There are different procedures depending upon the severity of the problem. According to the "book", the spotter can signal the rappellers to speed up---OR, if the engine quits, he can cut their ropes.
We discuss the issues often and I have come to the conclusion that if the engine quits, I am going to nose over slightly to gain some speed, (depending upon height---we rappell anywhere up to 250 feet), the guys on the line will go down with the aircraft, which initially will be descending quite slowly. They will not hit the ground that hard. We train typically in open areas first, then putting them into tight areas. If they are rappelling to a tight area, they will be drug into a tree and can cut themselves free from the rope quickly, and then climb down.
You bring up a good discussion---some of us, by the very nature of the work we do, will rarely have a good spot to auto into. We also do not have the luxury of flying above 500 feet all the time---in fact I rarely fly above 300 feet. There was a manual produced by the US military many years ago called "How to crash a helicopter". It discussed how to crash and survive in those situations where you had no choice. Here is a link for the document.
How to crash a helicopter
Nice shots Gordy.
I've always wondered this but is there a procedure they follow if the engine quits in the Long Ranger with the two guys roping down?
We discuss the issues often and I have come to the conclusion that if the engine quits, I am going to nose over slightly to gain some speed, (depending upon height---we rappell anywhere up to 250 feet), the guys on the line will go down with the aircraft, which initially will be descending quite slowly. They will not hit the ground that hard. We train typically in open areas first, then putting them into tight areas. If they are rappelling to a tight area, they will be drug into a tree and can cut themselves free from the rope quickly, and then climb down.
You bring up a good discussion---some of us, by the very nature of the work we do, will rarely have a good spot to auto into. We also do not have the luxury of flying above 500 feet all the time---in fact I rarely fly above 300 feet. There was a manual produced by the US military many years ago called "How to crash a helicopter". It discussed how to crash and survive in those situations where you had no choice. Here is a link for the document.
How to crash a helicopter
My goal was always to put the guys on the ropes....or fixed line....down as gently as possible and make sure the aircraft did not fall on top of them. I accepted the fact the aircraft was going to be a write off but hopefully I could use it up in a manner that kept me as intact as possible.
When you have folks hanging under you.....you accept both a responsibility and liability as regard their safety and well being. In all of my helicopter flying....these were the times I most keenly felt the burden of doing things as perfect as possible. There seemed to be a heck of a lot of difference between carrying people inside the aircraft as compared to their being slung under you or rappelling down the rope. Rappelling generally went quickly and thus the exposure was not very long in duration but fixed roping/short haulling was an altogether thing. I had nightmares about dragging folks into something....or losing the entire line.
All of my rappelling and fixed line work was done in either Hueys or Chinooks so I had a lot of "aircraft" to use up if things went all wrong. Never worried about the Chinook as it had plenty of power but the old Huey being single engined posed an all together mindset.
The key was being ready to react should anything go even slightly wrong....delay could be a killer!
The importance of a very detailed brief for each flight...so everyone knew what to do....which way to run...or hide....and which way the aircraft would move went a long way in improving the chances for the guys on the ropes or on the ground.
When you have folks hanging under you.....you accept both a responsibility and liability as regard their safety and well being. In all of my helicopter flying....these were the times I most keenly felt the burden of doing things as perfect as possible. There seemed to be a heck of a lot of difference between carrying people inside the aircraft as compared to their being slung under you or rappelling down the rope. Rappelling generally went quickly and thus the exposure was not very long in duration but fixed roping/short haulling was an altogether thing. I had nightmares about dragging folks into something....or losing the entire line.
All of my rappelling and fixed line work was done in either Hueys or Chinooks so I had a lot of "aircraft" to use up if things went all wrong. Never worried about the Chinook as it had plenty of power but the old Huey being single engined posed an all together mindset.
The key was being ready to react should anything go even slightly wrong....delay could be a killer!
The importance of a very detailed brief for each flight...so everyone knew what to do....which way to run...or hide....and which way the aircraft would move went a long way in improving the chances for the guys on the ropes or on the ground.
Join Date: Nov 2003
Location: Drishan Mor.
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Thank's Gordy,
that's very interesting reading. Your techniques sound sensible alright. Would be fun to try and practice with some weights. Not the same obviously but I've known a couple of guys who had engine failures with loads on long lines. After releasing the load 'late' in the auto they were always amazed at the lack of damage to the load.
Looks like nice flying.
SASless I can understand why the feeling of having someone hanging outside your single engine machine would be a fairly intence one. Not sure I'd like that at all. I've become too used to two engines and plenty of wind. And everyone in seats.
that's very interesting reading. Your techniques sound sensible alright. Would be fun to try and practice with some weights. Not the same obviously but I've known a couple of guys who had engine failures with loads on long lines. After releasing the load 'late' in the auto they were always amazed at the lack of damage to the load.
Looks like nice flying.
SASless I can understand why the feeling of having someone hanging outside your single engine machine would be a fairly intence one. Not sure I'd like that at all. I've become too used to two engines and plenty of wind. And everyone in seats.