EC-130 Crash California
Sure Robbie, all agreed. But I have a technical question. Not a moral one.
The thesis is that synthetic vision would allow to fly (at reasonable and safe heights above ground, and as far as spatial orientation and terrain clearance are concerned) in IMC as if your were in VMC, even without recourse to those technical and highly perishable skills required to integrate the information from various steam gauges into a mental picture about your position in space and in relation to the ground.
And the justification for this claim is that a synthetic vision screen large enough would be undistinguishable from the picture presented through the windscreen, the latter we all know allows regular VFR pilots to keep the blue side up by simply using external visual cues.
This is a priori a thought experiment, not a moral imperative.
The thesis is that synthetic vision would allow to fly (at reasonable and safe heights above ground, and as far as spatial orientation and terrain clearance are concerned) in IMC as if your were in VMC, even without recourse to those technical and highly perishable skills required to integrate the information from various steam gauges into a mental picture about your position in space and in relation to the ground.
And the justification for this claim is that a synthetic vision screen large enough would be undistinguishable from the picture presented through the windscreen, the latter we all know allows regular VFR pilots to keep the blue side up by simply using external visual cues.
This is a priori a thought experiment, not a moral imperative.
Well, I think we should not use your experience as a guide to how common Rad-Alts are. If you would have flown other helicopters than the Robinsons, I am sure you would have seen one or two.
You can try flying in remote areas in the winter, extended over water or in low light conditions and you will appreciate the help you get from this fancy tool..
As for your last statement, I suggest you sign up for a basic course in SMS and Risk management, so as you say: **** will always just happen… maybe not happen after all…
This accident, didn´t just happen….
You can try flying in remote areas in the winter, extended over water or in low light conditions and you will appreciate the help you get from this fancy tool..
As for your last statement, I suggest you sign up for a basic course in SMS and Risk management, so as you say: **** will always just happen… maybe not happen after all…
This accident, didn´t just happen….
I have however, gone to several seminars on IIMC (including "Land and Live") over the years, read numerous accident reports involving night and bad weather, and attended a Factory Safety Course many times,...yet still almost killed myself going IIMC while scudd-running on a ferry flight.
So yeah,...**** does happen!
still almost killed myself going IIMC while scudd-running on a ferry flight
I knew better but did it anyway, because I succumbed to the pressures of "Get the job done itis". That's practically the definition of, **** happens. Why else do you think pilots get themselves killed from bad decisions despite their level of training/experience/high-tech equipment.
I knew better but did it anyway, because I succumbed to the pressures of "Get the job done itis". That's practically the definition of, **** happens. Why else do you think pilots get themselves killed from bad decisions despite their level of training/experience/high-tech equipment.
You say you read a lot of accident reports… Why bother if **** just happen!? Pointless waste of time then…
"**** happens" is when a bird crashes through your window or a turbine blade fails at the wrong moment.
Going IIMC whilst scud running when you "know better but did it anyway" could not be further from "**** happens".
It's opening up the cupboard where they keep the **** and rubbing your own nose in it.
Going IIMC whilst scud running when you "know better but did it anyway" could not be further from "**** happens".
It's opening up the cupboard where they keep the **** and rubbing your own nose in it.
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Besides,...if you need such a precise altimeter, then you probably shouldn't be flying VFR.
Just because you haven't seen or used one don't make such foolish remarks.
A rad alt has probably saved the lives of many pilots flying VFR.
If you nearly killed yourself going IIMC when scud running, the only cause is poor decision making on your part - s*** happens is an excuse used by people who can't admit they were wrong.
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Originally Posted by [email protected]
That statement is utter tosh.
Just because you haven't seen or used one don't make such foolish remarks.
A rad alt has probably saved the lives of many pilots flying VFR.
If you nearly killed yourself going IIMC when scud running, the only cause is poor decision making on your part - s*** happens is an excuse used by people who can't admit they were wrong.
Just because you haven't seen or used one don't make such foolish remarks.
A rad alt has probably saved the lives of many pilots flying VFR.
If you nearly killed yourself going IIMC when scud running, the only cause is poor decision making on your part - s*** happens is an excuse used by people who can't admit they were wrong.
"**** happens" is when a bird crashes through your window or a turbine blade fails at the wrong moment.
Going IIMC whilst scud running when you "know better but did it anyway" could not be further from "**** happens".
It's opening up the cupboard where they keep the **** and rubbing your own nose in it.
Going IIMC whilst scud running when you "know better but did it anyway" could not be further from "**** happens".
It's opening up the cupboard where they keep the **** and rubbing your own nose in it.
Well, you guys want to go on thinking you can control everything, fine, but they're called "accidents" for a reason, and if all your risk assessments, and fancy gadgets were all a pilot needed to not get themselves killed, then they'd of stopped by now.
When I went scudd-running into IIMC it was without an Instrument Rating in an R44, so "thinking that my superior skill will allow me to get away with it" was the furthest thing from my mind!
In fact, what I was thinking was, "****, they're gonna find my dead body wearing a "Land and Live" cap. Damn, that's gonna be embarrassing!"
Sometimes good pilots just make bad decisions, and its generally just dumb luck when we survive to tell the tale.
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Really?
When I went scudd-running into IIMC it was without an Instrument Rating in an R44, so "thinking that my superior skill will allow me to get away with it" was the furthest thing from my mind!
In fact, what I was thinking was, "****, they're gonna find my dead body wearing a "Land and Live" cap. Damn, that's gonna be embarrassing!"
Sometimes good pilots just make bad decisions, and its generally just dumb luck when we survive to tell the tale.
When I went scudd-running into IIMC it was without an Instrument Rating in an R44, so "thinking that my superior skill will allow me to get away with it" was the furthest thing from my mind!
In fact, what I was thinking was, "****, they're gonna find my dead body wearing a "Land and Live" cap. Damn, that's gonna be embarrassing!"
Sometimes good pilots just make bad decisions, and its generally just dumb luck when we survive to tell the tale.
1) poor decision making
2) poor flying skills
3) where the hell were you looking
4) lack of knowledge
5) disregard of the rules
Are you really saying that you’re a good pilot and went IIMC or am I missing something?
I don’t get it, there’s a few things that spring to mind
1) poor decision making
2) poor flying skills
3) where the hell were you looking
4) lack of knowledge
5) disregard of the rules
Are you really saying that you’re a good pilot and went IIMC or am I missing something?
1) poor decision making
2) poor flying skills
3) where the hell were you looking
4) lack of knowledge
5) disregard of the rules
Are you really saying that you’re a good pilot and went IIMC or am I missing something?
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Perhaps you should reassess your opinion of yourself as a good pilot - yes good pilots make mistakes, bad pilots make a series of them.
Is deciding to scud run a good decision?
Is pushing on when you could turn round or land a good decision?
Is worrying about embarrassment the sort of thing a good pilot would place over safety?
Buy yourself a mirror.
Is deciding to scud run a good decision?
Is pushing on when you could turn round or land a good decision?
Is worrying about embarrassment the sort of thing a good pilot would place over safety?
Buy yourself a mirror.
Perhaps you should reassess your opinion of yourself as a good pilot - yes good pilots make mistakes, bad pilots make a series of them.
Is deciding to scud run a good decision?
Is pushing on when you could turn round or land a good decision?
Is worrying about embarrassment the sort of thing a good pilot would place over safety?
Buy yourself a mirror.
Is deciding to scud run a good decision?
Is pushing on when you could turn round or land a good decision?
Is worrying about embarrassment the sort of thing a good pilot would place over safety?
Buy yourself a mirror.
Making excuses and accepting that "**** happens" is intrinsically wrong. You need to either go eat some humble pie or get out of aviation.
I hope I never work for the same employer as you.
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We've all made mistakes. I've made a boatload of them and am still kicking myself for some of them. But after I realized what I did, I tried to learn as much as possible so that i never make that mistake again. I've even incorporated some of the lessons learned from my wrong decision making into training curriculum to help other professional pilots avoid being exposed to what I experienced.
Making excuses and accepting that "**** happens" is intrinsically wrong. You need to either go eat some humble pie or get out of aviation.
I hope I never work for the same employer as you.
Making excuses and accepting that "**** happens" is intrinsically wrong. You need to either go eat some humble pie or get out of aviation.
I hope I never work for the same employer as you.
As for humble pie? Nah,...I'd rather just have a big ego. It keeps me warm at night and helps keep my cg from getting too far aft.
I stopped flying in 2018, 18 yrs US HAA, before that 21 yrs military. I am not sure if Enroute Decision Point is still emphasized or maybe this was just an HAA Instructor item. I know when teaching in the early days I was surprised how many pilots did not incorporate an EDP in their decision process once they accepted a flight. Over time the number of pilots not using an EDP was less frequent, I think that could have been due to removing the Military Mission, (you have to go mentality out of many) and sim scenarios definitely helped.
Not sure if an EDP would have been a factor in the CA incident.
RWS 105 - Enroute Decision Point with Miles Dunagan - The Rotary Wing Show Podcast
Just Helicopters > Articles and News > Community Articles
Not sure if an EDP would have been a factor in the CA incident.
RWS 105 - Enroute Decision Point with Miles Dunagan - The Rotary Wing Show Podcast
Just Helicopters > Articles and News > Community Articles
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Just out of curiosity, does anyone in the US use the Aviation Weather Center Graphical Forecast for Aviation, formerly HEMS Tool?
https://aviationweather.gov/gfa/#obs
If you click the layer button, there is a check box for Flight Category. It displays the areas on the map that are MVFR, IFR, and LIFR.
The whole purpose with the development of the former HEMS Tool was to make the decision process easier.
https://aviationweather.gov/gfa/#obs
If you click the layer button, there is a check box for Flight Category. It displays the areas on the map that are MVFR, IFR, and LIFR.
The whole purpose with the development of the former HEMS Tool was to make the decision process easier.
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If we could stop turning this into the dump on Robbiee thread, it would be appreciated.
Thank you all in advance.
Thank you all in advance.