Single Pilot Looking for CRM - Bell Helicopter

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Telling It Like It Is continued helicopters. On numerous occasions these systems have been found to be lifesavers for crew and passengers. Failure to use them properly can prove to be fatal. NTSB Report NYC73AN072 In this mishap the 11,164-hour, noninstrument rated pilot of a Bell 212 departed a Pennsylvania airport during daylight and continued VFR flight in adverse weather conditions. Rain/snow, fog, low ceiling, sky obscured. The aircraft was flown into trees on obscured, rising terrain. As the pilot was not wearing the aircraft’s shoulder straps his chest struck the cyclic stick on impact. He survived the crash, and was able to get out of the cockpit, enter the cabin, and use the medical kit to bandage his wounds. But before the weather permitted searchers to locate him the next day, his injuries proved fatal. In this mishap the aircraft maintained a survivable cabin in the crash. But the pilot’s failure to use his shoulder straps did not allow the restraint system to do its job. This mishap occurred in November 1972. Back then there was a certain attitude amongst some pilots that shoulder straps were unnecessary and the straps would be a bother in the event a pilot wished to speedily exit the cockpit. There is current anecdotal data indicating some pilots and crewmembers – particularly EMS crewmembers – today choose not to use their shoulder straps. The rationale for failing to use the shoulder straps varies – comfort, efficiency, freedom of movement, etc. Seat belts and shoulder straps are like many other items of safety equipment. We see them, we touch them, we are aware of them; but these things are rarely called upon to perform their duties. The examples abound. Life rafts are carried by many offshore operators, but only handfuls are ever inflated after a forced water landing. Personal flotation devices (life jacket and the various 6 VOLUME 19 #2 • HELIPROPS attached pieces of equipment) are worn by pilots for thousands of hours with few ever used in actual need. An Emergency Locator Transmitter (ELT) is installed on all helicopters; but few pilots check if it is armed or if it even functions. Survival gear gets flown over rugged cold country without ever being deployed. Helmet visors are routinely lowered but very few windshields are ever penetrated by a bird strike. This recognition “I know I use it, I have it, or it is there; but I have never needed it to perform in all the years I have been flying helicopters” can lead to complacency and some silly methods of handling or ignoring this equipment. Personal flotation device. Because of the discomfort of its weight and fit, many a personal flotation device rides in the cabin while the comfortable (and vulnerable) pilot sits in the cockpit. Helmet. Some pilots, who are provided with helmets, choose not to wear them because the helmets are hot, heavy, and uncomfortable, don’t look good, and presumably scare the passengers. Flight Suit. Fashionable, smart-looking, fire retardant flight suits are provided by certain operators to their pilots and crews. The protection these flight suits can provide is diminished by those who roll up the sleeves for the neat look and feel. Wet Suit. Some offshore operators have their pilots (and for some operators, their passengers) wear a wet suit that would prevent or delay water immersion hypothermia in the event of a forced landing. For some, the criterion for the use of a wet suit is a combination of the air and water temperature. If the sum of the two temperatures is less than a certain number, a wet suit is required. When spring arrives and the air temperature increases but the water temperature is still low, a wet suit may be required; but wearing one quickly makes a pilot awfully hot. Consequently, a knowing pilot will not wear the wet suit but store it somewhere in the cabin or baggage compartment where it would be practically inaccessible after a forced water landing. The vast majorities of helicopter pilots go through their entire careers and never have an incident or accident – and that is good. But when that unwanted crash landing is about to happen, the wet suit in the baggage compartment, the personal flotation device in the cabin, the helmet in the locker room, and the shoulder straps behind your back are worthless. Ignoring the safety equipment provided to you is, pardon the word, stupid. Your life, and those of your passengers, may depend on it. While we are visiting this safety equipment topic here are a few other comments. Do you ever check the condition and operation of your seat belts/shoulder straps/inertia lock? Do you ascertain that your passengers are strapped in/stay strapped in/know how to exit? Do you appreciate that you, your helicopter, and your safety equipment are a safety system. Your pilot skills, and knowledge of how to use the helicopter and all of your equipment may be essential to the survival of you and your passengers. Fly Smart, and Buckle Up! * There is a certificated pilot seat available on the market that allow a pilot to lean over and look down while being securely strapped in with the normal seat belt and shoulder straps. Human AD Newsletter Online As a convenience to our readers, the Human AD newsletter can be accessed in Spanish and English versions at the following web link: http://www.heliprops.com
Pilot Recounts “Quick Wake-up Call” By John Meyer Here’s an interesting little story about something that happened to me during my first year of flying, after leaving the Army, for a large FAR 135 operator in the Gulf of Mexico. One afternoon, on an offshore platform I received word to go to a near by platform and pick up one passenger for a drop off back to the shore base. I headed over to the platform solo and landed without incident. When my passenger came up, he asked if it was okay if he sat in the back of the aircraft. I was flying a B206L3 at the time. Sure I told him and off he climbed into the rear back seat. Take off was normal and I was enjoying the sights of the Gulf as I headed north bound to our shore base located approximately 80 miles away. Q&A: While utilizing the checklist to perform cockpit procedures, physically touch the switch or gauge as it comes up in the checklist, don’t just glance at it and say “Checked.” This would ensure that the switch is in the correct position, or the gauge is reading properly. – David Gray One statement that has stayed with me for many years primarily has to do with bad weather. I don’t know if we made it up or it has been around forever! “It is better to be on the ground wishing you were in the air, than being in the air and wishing you were on the ground.” – Brett Fiora, Helicopter Pilot H-12, Asheville There are two things I think are most important to consider: First, think safety all of the time. As a professional it is your job to be aware of situations that place you in danger. Second, diagnosing the problem when it comes is half the battle. Regardless, fly the aircraft FIRST! – Victor Kirel The best advice that I have been given is: Always between two high things (two trees, two mountains) someone crossed a cable. Pay special attention when flying or landing in between two obstacles, because for sure you are going to find a cable. – Gustavo C. Bottaro, Argentina During my commercial pilot course, my instructor said to avoid antennas, but one thing we can forget is the fact that antennas can have almost invisible wires all over its sides, connecting the mast toward the ground. Proceeding north, I was flying level at approximately 1,500 MSL. Everything was going smoothly and I found myself beginning to day dream somewhat when all of a sudden a loud boom was heard followed shortly by a very loud and I mean very loud blood curling scream. Instantly I received that quick wake up call of adrenalin into my bloodstream. With my eyes popped wide open I immediately began to look over my instruments and flight controls because surely something had definitely gone wrong with the aircraft and I was sure a May-Day was soon in order. After a few seconds, and my situational awareness returned to me, I made contact with the rear passenger who didn’t have a headset About three bits of advice that I thought were excellent: It is always better to be on the ground wishing you were in the air than, being in the air wishing you were on the ground. Particularly good advice if you are deciding to launch in marginal weather. At the first indication of a problem or potential problem, land as soon as you can; don’t wait until you have to refer to the first line of advice. Very good advice when you see a flickering caution light, or you hear, feel or see something unusual. Just before strapping in and starting your aircraft, take a few seconds to walk completely around the aircraft one last time. A good final check for something you forgot on preflight and it gives you a few seconds to clear away distractions that may be dancing in your head. In 37 years of being a professional helicopter pilot, I would say that the best safety advice I ever received was the material I learned while attending a CRM course. It was a 3 day course and I learned a lot. At the end of the course, one of the first things I thought about was why couldn’t I have had this course at the beginning of my career. I think it would have saved me a lot of grief and probably would have prevented me from making many of the mistakes that I did make. Also, I think it would have helped me out a great deal if I could have had a refresher course in CRM every 2 or 3 years. That also may have helped me not make some of the mistakes that I made. on; then determined what the problem was. Basically, the passenger I was flying was a fairly large individual who propped his head up against the door window and had fallen into a deep sleep. Well needless to say, as he fell into a deep sleep, he began to unconsciously push against the window with his head. Next thing, the window completely blows out and exits the aircraft, (thank God it did not hit the tail rotor). The passengers head popped out into the slipstream of the helicopter. Now image for a second being in a sound deep sleep and your head is suddenly pushed into a 110 knot rush of wind in your face! Talk about scaring the c*#p out of him. Well to this day, I still include that story in my passenger briefings. “What is the best safety advice you’ve ever received?” CRM training is some of the most valuable training I ever received. I think everybody could benefit from it and everybody should have at least a 4 hour class on it and a refresher course every year or two. – T. Strong, ATP/CFII Helicopter I think in-flight decision making would be the single most important issue that affects flight safety and should be given the greatest priority when discussing reducing helicopter accidents by 80% over the next ten years. – John Fagan, Director of Operations, US Helicopter Corporation The single issue that I would recommend as the one that should receive the greatest priority is complacency. Complacency is not talked about much. It is denied among pilots for the most part. I see it as a silent killer. Complacency sneaks up on you. You don’t realize you are complacent. That’s why it is so dangerous. As an EMS pilot I am constantly combating complacency. I am very aware of its dangers yet I still fall prey to it. I see pilots get complacent about the weather and then they fly into weather when they should stay on the ground. Pilots get complacent about inadvertent IMC and then don’t have a plan when it happens to them. I would like to see Complacency discussed in detail. What is Complacency? How does it manifest itself in your flight program? What do you do to combat it? – Pete, Retired US Navy Helicopter Pilot VOLUME 19 #2 • HELIPROPS 7
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Page 5: Telling It Like It Is By Jim Szyman

Single Pilot Looking for CRM - Bell Helicopter

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