Missile Thrown At Helicopter
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One thing remains a fact . . . .
Among PF1's angry words there was a lot of truth to some of the things he said, his words can't be completly discarded as nonsense.
He had some good points and info, too bad he didn't know how to make his point without insulting anyone, and losing control.
Among PF1's angry words there was a lot of truth to some of the things he said, his words can't be completly discarded as nonsense.
He had some good points and info, too bad he didn't know how to make his point without insulting anyone, and losing control.
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Nice play on words......
Thats because he's both Mods.
PF#1 said (on another thread) that he used to be "Flare Dammit!" but changed his username.
I can't vouch for that, but have no reason to doubt it.
He is not a Mod.
Heliport
OK Dad..........we believe you....
PF#1 said (on another thread) that he used to be "Flare Dammit!" but changed his username.
I can't vouch for that, but have no reason to doubt it.
He is not a Mod.
Heliport
OK Dad..........we believe you....
Pprunefan#1 – since you seem to love quoting others so much I thought we’d have a recap of some of your comments:
In the category ‘It’s not what you say it’s the way that you say it’ ;
Quote
Some pilot comes on here admitting that he and another 5000+ hour goofball were so low so far out on finals to a runway that a farmer thought he could hit him with his cap, and we're all supposed to go, "Oh yeah, terrible farmer"?!
Heh- and you still screwed up! Maybe you should stop thinking that you've learned all there is to learn, you pompous twit.
Oh dear, it gets this way every time I have a discussion with a group of helicopter pilots - I come away with such a splitting headache! Some of you are truly dense...or maybe daft. Or maybe narrow-minded
But dear Lord, some of you are so insufferable. So many assumptions on such scant information! I have very little respect for any of you lads. As for my "mysterious" identity, 007 has nothing on you lot!
Cap in hand? Not bl**dy likely! You all (including the mods) can kiss my a**. Cap in hand, oh please. You must be mistaking me for someone who cares about being banned from this board (don't any of you have anything serious to do with your lives?).
Oh shut up. Just shut the hell up. I notice that *you* Thomas did not add anything constructive to the conversation. So shut up, mm'k?
Finally, let's go right back to the horse's...er, mouth. I'm speaking of course of TOT, who started this melee
Oh, and real helicopter pilots do NOT refer to them as "choppers," which tells us all we need to know about TOT.
I call you an R-22 pilot because that is the way you come across in this forum: inexperienced and of limited intelligence. Not everyone flies SAR - some of us have real jobs, doing real things with helis that have to make money
Old Man, the fact that you pose this question tells me two things: 1) You have never flown in the offshore environment, and 2) You would not believe me if I told you. So I'll offer this bit of advice. Go find a real heli pilot (e.g. one who is not you) who actually flies offshore, and ask him whether he uses a steep or shallow approach. Then get back to me with your apology, you fatuous cock.
OMR, your ignorance of these techniques is probably due merely to your inexperience with such operations. Please do not feel bad. With more flight time and exposure, these weaknesses can be addressed and corrected.
If you've been following this thread...and many of you must be, judging by the number of views it's received...you'll know that there are a whole bunch of pompous windbags out there - those whose egos far outstrip their ability. They try to pass themselves off as such experts, but in reality they're not
It's a big industry out there, with all sorts of people doing all sorts of things with helicopters. And with very few exception, every helicopter pilot I've ever met thought he was God's gift to aviation...the absolute authority on How To Fly...pompous twits, every one. Those who post regularly on this board are the obvious examples of a circle-jerk gone horribly wrong
Kids, take whatever you read on this forum with a HUGE grain of salt. With the exception of Shawn and Nick, most of these guys don't have a clue as to what they're talking about (e.g. that sleepy, cranky night pilot from GLS).
Unquote.
On the subject of approach angles:
Quote
I don't think anybody in their right mind would advocate making steep approaches below ETL unless it was absolutely necessary due to terrain or obstruction considerations.
Well mate, once you slow back below ETL you are at an OGE hover, and you do that well before getting to the helideck. I guess you've never flown a 206L-3 or 407 in the Gulf of Mexico. Ask any of the pilots who have done it on a calm summer day. They'll tell you.
It is true that a steeper/faster approach (say, holding 45 kts all the way down) will require some sort of flare at the bottom, which many pilots seem to think is immoral and should be illegal. But airplane pilots seem to acquire the knack of flaring as they land, so I doubt helo pilots should have too much trouble with the procedure, as long as it is understood that you shouldn't flare too low, and the approach may very well terminate to the ground if the power is not there and you plan for that eventuality (as I do with all of my approaches). Hovering is never guaranteed.
It allows us to load-up the rotor early. Finally and probably most important, a steeper approach lessens the chance of having to flare to kill off any excess forward speed, however small. On an oil platform or rig, your visual cues may be extremely limited, especially if the helideck is small (they always are) and is the highest thing on the platform. Even making a "small" nose-up pitch attitude adjustment may cause the tail to strike the helideck or catch-fence.
It's not that I *don't* know how to make a single-engine approach to an oil rig. In singles, we come in steeper rather than shallow. This allows us to better judge our rates of closure and descent.
My advice to my pilots is that they fly steep rather than shallow approaches. It lessens the pitch-attitude change at the bottom, and gives better control of the aircraft as you near your "aim point"
Now before all of you self-proclaimed "experts" jump on me, let me say this. A steep approach (say 8 to 10 degrees) allows you to dissipate your forward speed without any appreciable flare. Just squeak in a little collective and the ship should settle nicely into a hover (if you've done the rest right).
Helicopters should make steeper approaches than airplanes. Why? Because we can.
Well, we've certainly beaten this topic to death. Just in case anyone missed it, I avoid shallow approaches in helicopters if I can.
Mine recommended steep, slow, stabilized approaches where just about all the power was pulled in by 200' and you just sort of crept down the rest of the way.
The point is that there is more than one way to skin a cat. Using the same approach type for every landing is the mark of a real amateur.
For the record, I do avoid approaches shallower than 10 degrees. I think they're unnecessary. Helicopters do very nice, very safe 10-12 degree approaches. Steeper than that? Sure, if the conditions warrant.
Let's clean up some loose ends and revue: I recommend steep approaches. There, is that so hard
My dear fellow, it was *YOU* who leapt to the preposterous conclusion that I advocate steep approaches all the time. I believe that if you read some of *my* posts, you'd realize that is not the case.
Unquote
So to summarise – You like - a. insulting people and b. steep approaches only
You dislike – a. helicopter pilots and b. moderators
Your experience with oil rigs ( and btw does 16 minutes flight time from the coast really qualify as offshore?) seems to be based on once carrying 6 skinny people with little fuel to a helideck that you flew a steep approach to an OGE hover when you knew that hovering is never guaranteed. Your paranoia with striking the tail due to flaring at the end of the approach is endearing as anyone who claims to be as great as you would just come to a slightly higher hover. Oh yes I forgot since hovering is never guaranteed it is much better to pull to max power at 200’ and let it waffle in hoping that ground effect will save you. Does your helo not have performance graphs or do you disregard them as they are not in the limitations section?
In the category ‘It’s not what you say it’s the way that you say it’ ;
Quote
Some pilot comes on here admitting that he and another 5000+ hour goofball were so low so far out on finals to a runway that a farmer thought he could hit him with his cap, and we're all supposed to go, "Oh yeah, terrible farmer"?!
Heh- and you still screwed up! Maybe you should stop thinking that you've learned all there is to learn, you pompous twit.
Oh dear, it gets this way every time I have a discussion with a group of helicopter pilots - I come away with such a splitting headache! Some of you are truly dense...or maybe daft. Or maybe narrow-minded
But dear Lord, some of you are so insufferable. So many assumptions on such scant information! I have very little respect for any of you lads. As for my "mysterious" identity, 007 has nothing on you lot!
Cap in hand? Not bl**dy likely! You all (including the mods) can kiss my a**. Cap in hand, oh please. You must be mistaking me for someone who cares about being banned from this board (don't any of you have anything serious to do with your lives?).
Oh shut up. Just shut the hell up. I notice that *you* Thomas did not add anything constructive to the conversation. So shut up, mm'k?
Finally, let's go right back to the horse's...er, mouth. I'm speaking of course of TOT, who started this melee
Oh, and real helicopter pilots do NOT refer to them as "choppers," which tells us all we need to know about TOT.
I call you an R-22 pilot because that is the way you come across in this forum: inexperienced and of limited intelligence. Not everyone flies SAR - some of us have real jobs, doing real things with helis that have to make money
Old Man, the fact that you pose this question tells me two things: 1) You have never flown in the offshore environment, and 2) You would not believe me if I told you. So I'll offer this bit of advice. Go find a real heli pilot (e.g. one who is not you) who actually flies offshore, and ask him whether he uses a steep or shallow approach. Then get back to me with your apology, you fatuous cock.
OMR, your ignorance of these techniques is probably due merely to your inexperience with such operations. Please do not feel bad. With more flight time and exposure, these weaknesses can be addressed and corrected.
If you've been following this thread...and many of you must be, judging by the number of views it's received...you'll know that there are a whole bunch of pompous windbags out there - those whose egos far outstrip their ability. They try to pass themselves off as such experts, but in reality they're not
It's a big industry out there, with all sorts of people doing all sorts of things with helicopters. And with very few exception, every helicopter pilot I've ever met thought he was God's gift to aviation...the absolute authority on How To Fly...pompous twits, every one. Those who post regularly on this board are the obvious examples of a circle-jerk gone horribly wrong
Kids, take whatever you read on this forum with a HUGE grain of salt. With the exception of Shawn and Nick, most of these guys don't have a clue as to what they're talking about (e.g. that sleepy, cranky night pilot from GLS).
Unquote.
On the subject of approach angles:
Quote
I don't think anybody in their right mind would advocate making steep approaches below ETL unless it was absolutely necessary due to terrain or obstruction considerations.
Well mate, once you slow back below ETL you are at an OGE hover, and you do that well before getting to the helideck. I guess you've never flown a 206L-3 or 407 in the Gulf of Mexico. Ask any of the pilots who have done it on a calm summer day. They'll tell you.
It is true that a steeper/faster approach (say, holding 45 kts all the way down) will require some sort of flare at the bottom, which many pilots seem to think is immoral and should be illegal. But airplane pilots seem to acquire the knack of flaring as they land, so I doubt helo pilots should have too much trouble with the procedure, as long as it is understood that you shouldn't flare too low, and the approach may very well terminate to the ground if the power is not there and you plan for that eventuality (as I do with all of my approaches). Hovering is never guaranteed.
It allows us to load-up the rotor early. Finally and probably most important, a steeper approach lessens the chance of having to flare to kill off any excess forward speed, however small. On an oil platform or rig, your visual cues may be extremely limited, especially if the helideck is small (they always are) and is the highest thing on the platform. Even making a "small" nose-up pitch attitude adjustment may cause the tail to strike the helideck or catch-fence.
It's not that I *don't* know how to make a single-engine approach to an oil rig. In singles, we come in steeper rather than shallow. This allows us to better judge our rates of closure and descent.
My advice to my pilots is that they fly steep rather than shallow approaches. It lessens the pitch-attitude change at the bottom, and gives better control of the aircraft as you near your "aim point"
Now before all of you self-proclaimed "experts" jump on me, let me say this. A steep approach (say 8 to 10 degrees) allows you to dissipate your forward speed without any appreciable flare. Just squeak in a little collective and the ship should settle nicely into a hover (if you've done the rest right).
Helicopters should make steeper approaches than airplanes. Why? Because we can.
Well, we've certainly beaten this topic to death. Just in case anyone missed it, I avoid shallow approaches in helicopters if I can.
Mine recommended steep, slow, stabilized approaches where just about all the power was pulled in by 200' and you just sort of crept down the rest of the way.
The point is that there is more than one way to skin a cat. Using the same approach type for every landing is the mark of a real amateur.
For the record, I do avoid approaches shallower than 10 degrees. I think they're unnecessary. Helicopters do very nice, very safe 10-12 degree approaches. Steeper than that? Sure, if the conditions warrant.
Let's clean up some loose ends and revue: I recommend steep approaches. There, is that so hard
My dear fellow, it was *YOU* who leapt to the preposterous conclusion that I advocate steep approaches all the time. I believe that if you read some of *my* posts, you'd realize that is not the case.
Unquote
So to summarise – You like - a. insulting people and b. steep approaches only
You dislike – a. helicopter pilots and b. moderators
Your experience with oil rigs ( and btw does 16 minutes flight time from the coast really qualify as offshore?) seems to be based on once carrying 6 skinny people with little fuel to a helideck that you flew a steep approach to an OGE hover when you knew that hovering is never guaranteed. Your paranoia with striking the tail due to flaring at the end of the approach is endearing as anyone who claims to be as great as you would just come to a slightly higher hover. Oh yes I forgot since hovering is never guaranteed it is much better to pull to max power at 200’ and let it waffle in hoping that ground effect will save you. Does your helo not have performance graphs or do you disregard them as they are not in the limitations section?
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Crabby and Hover............
A good post Crabby.......he is seen to be a larger dill than expected when his/her efforts are laid out for all to see.
From a few years of flying, training, checking and being checked.......one thing I have learnt...
A big mouth is always associated with a small brain.
From a few years of flying, training, checking and being checked.......one thing I have learnt...
A big mouth is always associated with a small brain.
Old Man Rotor:
And in your case, OMR, that is so clearly true. SOOOOOO clearly true. (Aren't you supposed to be out somewhere working on your skin cancer?)
Too bad Crabby's reading comprehension skills aren't as "good" as his cut-and-paste skills. (Crab, really, get some 12 year-old to demonstrate how to put quotations in html.) And Crab? If there's anything more boring on the planet than reading *your* drivel, it's being forced to re-read my own.
Yes, no, yes and yes. I never said that I like steep approaches "only." I said I prefer steep approaches to shallow in general, but that there are too many variables in flying to make any hard-and-fast rules. How did you miss that?
Ahh yes old bean, absolutely right! I only ever went to ONE platform offshore once, never to any others. And I only ever went to that ONE platform once in perfect weather. Crab, your post shows how little you really know about offshore flying. So just stick to what you *do* know, okay....umm, what was that again?
As for approach angles offshore- it wasn't just me. The outfit I was flying for did not like shallow approaches. They had enough tail strikes and hard landings to know that steeper is better. On a checkride, they'd get their knickers in a twist if you came in shallow. No instructor that I ever flew with *ever* said that I was coming in too steeply. A whole book could be written on single-engine offshore flying. Shawn and Nick couldn't write it- they don't have experience in that arena. Perhaps that cranky night pilot from Galveston will stay awake long enough to write it?
Out in the Gulf Of Mexico, you might find yourself landing on a helideck that is only 24 feet square. Your rotor however, is 37 feet and round. This means that your blades will extend out over the edges of the deck by a bit. This also means that you may not have much ground-effect if the wind is calm. The company I flew for only had a vague reference to this in our Operations Manual. It said that operations to and from such helidecks may require reduced gross weights. By how much? It didn't say. Too many variables.
Hoverman:
I proudly state that most of my flight time is indeed in single-engine helos. However, I would wager that my total flight time well exceeds that of most of the people who routinely post here (unless you all have 10,000+ hours, I guess). And if being *just* a 206 pilot is something bad...well, so be it.
From a few years of flying, training, checking and being checked.......one thing I have learnt...
A big mouth is always associated with a small brain.
A big mouth is always associated with a small brain.
Too bad Crabby's reading comprehension skills aren't as "good" as his cut-and-paste skills. (Crab, really, get some 12 year-old to demonstrate how to put quotations in html.) And Crab? If there's anything more boring on the planet than reading *your* drivel, it's being forced to re-read my own.
So to summarise – You like - a. insulting people and b. steep approaches only
You dislike – a. helicopter pilots and b. moderators
You dislike – a. helicopter pilots and b. moderators
Your experience with oil rigs ( and btw does 16 minutes flight time from the coast really qualify as offshore?) seems to be based on once carrying 6 skinny people with little fuel to a helideck that you flew a steep approach to an OGE hover when you knew that hovering is never guaranteed. Your paranoia with striking the tail due to flaring at the end of the approach is endearing as anyone who claims to be as great as you would just come to a slightly higher hover. Oh yes I forgot since hovering is never guaranteed it is much better to pull to max power at 200’ and let it waffle in hoping that ground effect will save you.
As for approach angles offshore- it wasn't just me. The outfit I was flying for did not like shallow approaches. They had enough tail strikes and hard landings to know that steeper is better. On a checkride, they'd get their knickers in a twist if you came in shallow. No instructor that I ever flew with *ever* said that I was coming in too steeply. A whole book could be written on single-engine offshore flying. Shawn and Nick couldn't write it- they don't have experience in that arena. Perhaps that cranky night pilot from Galveston will stay awake long enough to write it?
Out in the Gulf Of Mexico, you might find yourself landing on a helideck that is only 24 feet square. Your rotor however, is 37 feet and round. This means that your blades will extend out over the edges of the deck by a bit. This also means that you may not have much ground-effect if the wind is calm. The company I flew for only had a vague reference to this in our Operations Manual. It said that operations to and from such helidecks may require reduced gross weights. By how much? It didn't say. Too many variables.
Hoverman:
Think you'll find PF1is a 206 pilot.
Yes PF....reading your drivel is boring...re-reading it is really boring...and re-re-reading it is dreadfully boring. Will someone lend me a pistol.....I need to put myself out of my misery. Somehow the empty drum theory applies here me thinks!
Pprune N0#1 fan:
Sarcasm aside:
Calm down, for just a little while in your very experienced life...
It's not what you are saying, it's the condescending way you say it. You make out that you are above everyone. You don't know anything about the people behind these 'handles'.
I would hazard a guess that several are better people than you. They have seen more done more experienced more, but you have chosen to ignore this and have deliberated over this thread [and unfortunately most other threads where Pprune/Flare dammit, is involved], as if you were God's gift to helicopter flying.
You might be a very solid, professional pilot when it comes to 'hands on', but your "bedside manner" leaves us no choice but to ostracise you....now and forever, I'm afraid.
It must be very cold out there for you...
I hope you'll look to yourself while you still can, in retirement, and try to understand where this bitter twisted outlook first took hold. It is the first step to addressing your shortcomings and repairing your damaged personality.
If you do choose to change your handle again...make it a fresh start, let bygones be bygones.
Good luck in your retirement.
Sarcasm aside:
Calm down, for just a little while in your very experienced life...
It's not what you are saying, it's the condescending way you say it. You make out that you are above everyone. You don't know anything about the people behind these 'handles'.
I would hazard a guess that several are better people than you. They have seen more done more experienced more, but you have chosen to ignore this and have deliberated over this thread [and unfortunately most other threads where Pprune/Flare dammit, is involved], as if you were God's gift to helicopter flying.
You might be a very solid, professional pilot when it comes to 'hands on', but your "bedside manner" leaves us no choice but to ostracise you....now and forever, I'm afraid.
It must be very cold out there for you...
I hope you'll look to yourself while you still can, in retirement, and try to understand where this bitter twisted outlook first took hold. It is the first step to addressing your shortcomings and repairing your damaged personality.
If you do choose to change your handle again...make it a fresh start, let bygones be bygones.
Good luck in your retirement.
24 feet square ha ha ha.. I wish I had that much to land on when embarking on one of Her Majesty's grey funnel liners in something a good bit bigger than a 206. And they make it pitch roll and heave just for extra fun - and then the icing on the cake is to do it in the dark!
Crikey PF1 you make landing on a chuffing great, rock solid rig sound like the most difficult thing on earth, your 10,000 plus hours have obviously been spent earning easy money.
As for the 'bigger the mouth the smaller the brain' argument, well judging by your verbage on this thread which is notable for both it's prevalence in quantity and its paucity in quality - yours must be the smallest brain since microbes were discovered.
Crikey PF1 you make landing on a chuffing great, rock solid rig sound like the most difficult thing on earth, your 10,000 plus hours have obviously been spent earning easy money.
As for the 'bigger the mouth the smaller the brain' argument, well judging by your verbage on this thread which is notable for both it's prevalence in quantity and its paucity in quality - yours must be the smallest brain since microbes were discovered.
Crab,
If we continue to rattle his cage...he will merely continue boring us.....be the good chap and let a sleeping dog lie please. Also...I have been trying to forget the unstable deck night landings thank you....along with some of that other character building stuff I have done. Could we chat about some of the boring things....like tourist rides on Sunday....dodging sheets of Pierced steel planking as it falls from the sky after a nice sized boom-bang....Rappelling to roof tops on goggles....winching off the back of a Sub in the sound north of Kyle at night....night IFR slingloads out of Deadhorse.....all that fun stuff. After all...landing a 206 to a helideck can get kinda sporty in the daylight and VMC weather....dodging RPG's.....and .51 caliber tracers....we really should tip our hats at PF.....and thank him for his fatherly advice and guidance.
He talks down to folks here that have more time on base leg than he has flying.....I bet some got more hours geeking on Huey Tailbooms than he has flying....but we can all learn something from him.....not much but something.
If we continue to rattle his cage...he will merely continue boring us.....be the good chap and let a sleeping dog lie please. Also...I have been trying to forget the unstable deck night landings thank you....along with some of that other character building stuff I have done. Could we chat about some of the boring things....like tourist rides on Sunday....dodging sheets of Pierced steel planking as it falls from the sky after a nice sized boom-bang....Rappelling to roof tops on goggles....winching off the back of a Sub in the sound north of Kyle at night....night IFR slingloads out of Deadhorse.....all that fun stuff. After all...landing a 206 to a helideck can get kinda sporty in the daylight and VMC weather....dodging RPG's.....and .51 caliber tracers....we really should tip our hats at PF.....and thank him for his fatherly advice and guidance.
He talks down to folks here that have more time on base leg than he has flying.....I bet some got more hours geeking on Huey Tailbooms than he has flying....but we can all learn something from him.....not much but something.
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T*@&!r
You know what they say about petulant No. one fans..........
Animals regardless of type tend to learn very quickly whats scary and tend not to react at all(fast jets excluded). Throwing things at flying things is inexcusable........ However if he wishes to throw things at helicopters, let it be a chicken..... with some noodles and chinese veg and let the boys have a stir-fry.
Animals regardless of type tend to learn very quickly whats scary and tend not to react at all(fast jets excluded). Throwing things at flying things is inexcusable........ However if he wishes to throw things at helicopters, let it be a chicken..... with some noodles and chinese veg and let the boys have a stir-fry.
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Re....Sour Prune
But has his 10,000+ hours been 10,000+ hours....
Or 1 hour 10,000+ times.
There is great and obvious difference.......
And akin to TC and Sasass............I too have put this dude on bypass. [Join us Crabs]....
Or 1 hour 10,000+ times.
There is great and obvious difference.......
And akin to TC and Sasass............I too have put this dude on bypass. [Join us Crabs]....
Last edited by Red Wine; 11th May 2003 at 08:07.
Oh, dearie me. I was moping around in a blue funk all day, depressed beyond words. Some of the "elders" on PPRuNe had "ostracized" me! Gee, did they put me on "ignore"? Whatever will I do now?! I was beside myself with grief (but at least I had someone interesting to talk to).
You stupid gits. You great pompous, heaving nitwits. I wonder if you guys even realize how childish and immature you look? "Oooh, Crabby, let's ignore him!" Yeah, that'll show me.
What are you guys, teenage girls?
See, my posts are certainly ascerbic. I make no bones about disliking your sort (Crab, Tc, OMR, Red Whine and a few others). Please feel free to *not* read them! But along with my personal jabs, I offer solid information. Said info may not be to your liking. But instead of rebutting it, you just rant on and on about what an awful person I am or must be because I don't give you guys the respect you guys say you deserve...that you jolly well demand! Why, the very nerve of that PF#1 person! Well screw you guys.
I'm sorry if I bore you people. Well, actually I'm not sorry, I really don't care. But somebody must be reading my posts, judging by all the views that this the the other "So It Was Kemble" thread have gotten. Obviously, people are interested in this topic and I'd wager that it's not simply because they enjoy seeing me self-destruct in public. My posts are carefully (some might say "lovingly") constructed and provide the viewpoint of a very experienced helicopter/airplane pilot. Yet the responses to my posts range from Old Man Rotor's "You're a bl**dy POM!" to Crab's eloquent, "Yeah, what he said!" A few intelligent individuals have noted the merits of my posts and have said so (thank you Blender and others). I rather suspect that there are still many others who are too fearful of incurring the wrath of the Chosen Few...you know, the hall monitors and Manners Nazis, the ones who bludgeon us with all of their supposed experience and knowledge, the ones who claim to have the Last Word in helicopter flying. Spare me.
For the record, I never said that landing on an offshore oil platform was the hardest job in all of aviation. I never even implied that it was. It's just yet another hazardous operation that, when performed by single-engine helos, is done with very little margin for error and very high skill-level demanded. Often, there is no wind at all out there and it's hot as blazes to boot. If you think that landing a max'ed-out 206 to a small offshore platform in such conditions is a piece of cake, then YOU don't know what you're talking about.
The reason I mentioned the 24-foot deck is because of how it shapes the way we do things. Quick Lesson: As you come over the helideck, you want the mast to end up "centered" as much as possible. This means that as you terminate, the cockpit will be pretty close to the windward/forward edge. Visual cues will be scant. This is not the time to be in a nose-high condition. This is not the time to be at a high hover. This is not the time to be jockeying the power.
Some pilots have a hard time adjusting to such pinnacle landings where you end up surrounded by blue water with only a tiny corner of the "pinnacle" in sight out your door or the corner of the bubble. Initially, many pilots come in too shallow. Eventually, they realize that steeper is not only better, it's easier. Hence, it's "safer," even though the approach may transgress the dreaded "shaded-area" of the H-V chart. (But a shallow approach will too because remember, you're making a point-in-space approach, and that "point" is 100 feet or so in the air.)
I don't devalue the experience of you guys, especially you military chaps (except that Crab really does come off as an R-22 pilot with his pedantic rants). But just as I don't comment as an "expert" on what you military guys do, please don't comment on offshore flying unless you actually *have* done it. And no, it's not the same as every other type of flying. There are techniques and considerations that are peculiar to the offshore world.
I'll close with that. I'm sure that the "usual suspects" have not read this latest PF#1 post anyway. They most assuredly do not find these epistles amusing. But I would definitely be interested in hearing an alternative viewpoint from another commercial/professional pilot...someone else with a lot of heavy current single-engine time. You know...maybe I have been doing it wrong all these years! Maybe the company I worked for in the Gulf Of Mexico had it all wrong! Maybe I really don't know what I'm talking about!
On the other hand, maybe this forum is dominated by a bunch of pompous ass*s.
P.S. Personal note to Thomas coupling: You don't have to double-post. I read your "Good-bye to PF#1 - you're ostracized, baby!" post in the other thread." I will be ignoring it there, too.
You stupid gits. You great pompous, heaving nitwits. I wonder if you guys even realize how childish and immature you look? "Oooh, Crabby, let's ignore him!" Yeah, that'll show me.
What are you guys, teenage girls?
See, my posts are certainly ascerbic. I make no bones about disliking your sort (Crab, Tc, OMR, Red Whine and a few others). Please feel free to *not* read them! But along with my personal jabs, I offer solid information. Said info may not be to your liking. But instead of rebutting it, you just rant on and on about what an awful person I am or must be because I don't give you guys the respect you guys say you deserve...that you jolly well demand! Why, the very nerve of that PF#1 person! Well screw you guys.
I'm sorry if I bore you people. Well, actually I'm not sorry, I really don't care. But somebody must be reading my posts, judging by all the views that this the the other "So It Was Kemble" thread have gotten. Obviously, people are interested in this topic and I'd wager that it's not simply because they enjoy seeing me self-destruct in public. My posts are carefully (some might say "lovingly") constructed and provide the viewpoint of a very experienced helicopter/airplane pilot. Yet the responses to my posts range from Old Man Rotor's "You're a bl**dy POM!" to Crab's eloquent, "Yeah, what he said!" A few intelligent individuals have noted the merits of my posts and have said so (thank you Blender and others). I rather suspect that there are still many others who are too fearful of incurring the wrath of the Chosen Few...you know, the hall monitors and Manners Nazis, the ones who bludgeon us with all of their supposed experience and knowledge, the ones who claim to have the Last Word in helicopter flying. Spare me.
For the record, I never said that landing on an offshore oil platform was the hardest job in all of aviation. I never even implied that it was. It's just yet another hazardous operation that, when performed by single-engine helos, is done with very little margin for error and very high skill-level demanded. Often, there is no wind at all out there and it's hot as blazes to boot. If you think that landing a max'ed-out 206 to a small offshore platform in such conditions is a piece of cake, then YOU don't know what you're talking about.
The reason I mentioned the 24-foot deck is because of how it shapes the way we do things. Quick Lesson: As you come over the helideck, you want the mast to end up "centered" as much as possible. This means that as you terminate, the cockpit will be pretty close to the windward/forward edge. Visual cues will be scant. This is not the time to be in a nose-high condition. This is not the time to be at a high hover. This is not the time to be jockeying the power.
Some pilots have a hard time adjusting to such pinnacle landings where you end up surrounded by blue water with only a tiny corner of the "pinnacle" in sight out your door or the corner of the bubble. Initially, many pilots come in too shallow. Eventually, they realize that steeper is not only better, it's easier. Hence, it's "safer," even though the approach may transgress the dreaded "shaded-area" of the H-V chart. (But a shallow approach will too because remember, you're making a point-in-space approach, and that "point" is 100 feet or so in the air.)
I don't devalue the experience of you guys, especially you military chaps (except that Crab really does come off as an R-22 pilot with his pedantic rants). But just as I don't comment as an "expert" on what you military guys do, please don't comment on offshore flying unless you actually *have* done it. And no, it's not the same as every other type of flying. There are techniques and considerations that are peculiar to the offshore world.
I'll close with that. I'm sure that the "usual suspects" have not read this latest PF#1 post anyway. They most assuredly do not find these epistles amusing. But I would definitely be interested in hearing an alternative viewpoint from another commercial/professional pilot...someone else with a lot of heavy current single-engine time. You know...maybe I have been doing it wrong all these years! Maybe the company I worked for in the Gulf Of Mexico had it all wrong! Maybe I really don't know what I'm talking about!
On the other hand, maybe this forum is dominated by a bunch of pompous ass*s.
P.S. Personal note to Thomas coupling: You don't have to double-post. I read your "Good-bye to PF#1 - you're ostracized, baby!" post in the other thread." I will be ignoring it there, too.
ZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZ !!!
He's still slagging R22 pilots off
Does anyone think they have met or seen or come across this individual in real life?
His profile suggests he's been it done it all, yet no-one knows him.
Shame eh. Wonder if he behaves like this in the flesh.....
probably a shy unassuming pup, who was abused by his CFI / chief pilot early in his career...looking for pay back.
Does anyone think they have met or seen or come across this individual in real life?
His profile suggests he's been it done it all, yet no-one knows him.
Shame eh. Wonder if he behaves like this in the flesh.....
probably a shy unassuming pup, who was abused by his CFI / chief pilot early in his career...looking for pay back.
Senis Semper Fidelis
Join Date: Feb 2001
Location: Lancashire U K
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Hey Chaps,
Whilst your all fighting each other you must also remember that some chicken farmers can, and Do throw their hats a BLOODY long way, but if your getting on a little, he'll miss you every time!!
Whilst your all fighting each other you must also remember that some chicken farmers can, and Do throw their hats a BLOODY long way, but if your getting on a little, he'll miss you every time!!