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Posts posted by mudkow60

  1. Not surprising that you'd confuse implying with inferring. I didn't imply anything. You'll be gone soon and the helicopter world will be a better place for it.


    If you are actually in the helicopter industry, you come across as someone who does not take advice or criticism kindly from those that have more experience and understanding of aviation than you.

  2. Flylow:



    Yeah, but... Without nitpicking that video to death, I do have a comment or two. In it, she seemed awfully nervous about doing 180 autos for some reason. Her bearded, man-bunned instructor (whom she hired to dry cherries with her and so had a vested interest in not pissing her off) kept kissing her butt, telling her how great her autos were, even though *none* of them even came close to hitting the spot - not even the straight-ins. Well...maybe the last one did, at which point she quit while she was ahead instead of doing another just to see if that one was a fluke. In the words of John Wayne, "Nobody likes a quitter, son,"...words that kept echoing in my mind when I was trying to stop smoking last year. But anyway...


    Also, she seemed obsessively focused inside on the airspeed and tach when her eyes should have been outside the cockpit. I don't think she turned her head to look over her shoulder at her spot even once. I'll have to go back and watch it to verify that. But in any event, you can't be looking out thisaway when the spot you want to land on is back thataway, behind you.


    It just reinforces my belief that when faced with an actual emergency, most helicopter pilots will just land straight ahead - that's their default. If they are consciously or sub-consciously anxious about 180's, then they won't do one when the poop hits the advancing blade no matter where the wind is coming from.





    Good stuff. Night autos on NVG's in the big Bell's were an eye opener! If you took your eyes off your intended spot, even for an instant, it was gone, and so were your chances of making it with an even marginally proficient auto.

    • Like 2
  3. To be clear if any PILOT worth their certificates draws any educational resource from YouTube flight videos, they should warn others as to allow us to stay clear from their flight path.

    I call BS on the above post. Bell came and did autos in our Huey's with us. They pointed to some old YouTube videos about auto-rotations that had lots of useful and informative facts and tips.


    Just because it is on the internet, and YouTube does not make it false, not helpful, or whatever you call them.

  4. Very good explanations. Thank you for sharing.


    I have two stories in the same line...


    I was an instructor in the TH-57C (old 206). We were heavy and I let the student pull into the fuel pits and wait in line for our turn. I saw the situation developing, but was not worried too much about it, as I could take the controls if needed. The student made a right pedal turn, and the nose was now 90 degrees to the wind-line. The ship started to rotate, but I told the student to hold the skids level, and let out some collective, and put some forward cyclic in (I was now on the controls as well). We did one rotation, and when the nose aligned with the wind again, we stopped. Good lessons learned for all, and as it progressed slowly, it was not that scary of an event. We did a thorough debrief, and we all shared our perspectives.


    More recently, I was flying an OH-58, and we (my observer) decided to do some snow landings in the mountains (a rare sight in California where we fly). The MSL was around 6500 feet, and the DA was approximately 7000+ 'ish. I did my site survey, did a power check, and started a normal, head loaded approach with approximately mid range torque. When I was almost in ground effect, in a slightly creeping forward hover, both of us discussed the need for right pedal to align better with the landing zone and avoid some large snow mounds. I glanced at the torque gauge and we were pulling 98 % (max 100). I realized I did not have the power to use any more left pedal without over-torquing, so I transitioned forward from the area with the nose out slightly toward the right, not using any left pedal. There was no issue, but it could have been a significant over-torque. Again, it developed slowly, and we were able to communicate and keep up with the situation.


    Also, when snorkeling water with the Huey, and the torque started creeping higher than I wanted, I had two options. 1. Dump the water and start again. Or 2., and I read this in a magazine article about this recently, if I had the clearance and obstacle free departure required, I would transition to forward flight with the nose slightly to the right, not using any left pedal. I now use a pre-flight planning chart for the Huey that shows pedal authority margins (kind of) with altitude, so I can plan better.


    I am no expert, and I am a fair to midland pilot, but knowing what you are seeing, feeling, and experiencing, can help predict your actions and outcomes. That is why I enjoyed reading your discussion... more tools for the sack.


    I have had my share of not so swell events as well, to be honest. But those are less common, and seem to be less common as I get grayer.


    Thanks for your explanation... it was interesting, well written, and fun to read.

    • Like 3
  5. When I initially left the military, I had around 1300 hrs as well. A phone call to the places you are interested at can help. I had a few chief pilots say they would give me a shot (ie check flight) to determine the quality of my hours. They said 1300 mil hours usually equates pretty well to the 1500 hr min. The only issue was that military "heavy iron" does not always equate to small helo finesse.


    Again, call, talk, and present your case. It couldn't help. I had well over 5400 hours when I applied for my current job. The only reason I got the position is that I had an in (which I did not know until I started calling and talking to people that worked at the place).

    • Like 1
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