Helicopter Flight Information

Mountain Training and Long Line Training

Do you need them, and when?

This is an interesting topic; many schools these days are using this type of training to lure students. There is really not an absolute need to do these types of training during the initial process. You won't be using either for a long period of time while you are building time anyway. If you desire these types of training later, you can always get it when it is more appropriately closer to doing the job you are seeking. Employers always consider currency when they are hiring anyway.

Mountain training is an area of operation which should always, and which can be taught even at low altitudes. There are three major events which should be thoroughly taught even though maybe only in a classroom. 1) Understanding the effects of, and calculating density altitude. 2) Understanding power and VNE limitations at high density altitudes. 3) Understanding mountain winds; visualizing the invisible.

Power limitations can be simulated to a large degree by limiting power at lower altitudes, even at or near sea level. I do this by limiting the students to approximately 21 inches of manifold pressure (light on the skids) or what ever pressure accomplishes the goal. In any case the limit must be so that the helicopter will not hover. I hold this manifold pressure limit for the entire flight or pattern, even to the landing. Students must be taught to consider where and how they will land since at high density altitudes, they may not be able to hover and consequently, it may be necessary to move the helicopter about the ground on the skids sliding especially after fueling. This can be very dangerous since dynamic rollover is a major hazard in this situation. Students must also be taught the importance of considering and calculating density altitude since it is so important to know when operating in mountain regions. A very important aspect of mountain flying in helicopters which can be difficult to simulate is the fact that when operating at higher density altitudes, the throttle may be full open and the pilot must then control rotor rpm with the collective trading off airspeed for altitude etc. This is not hard to detect in a helicopter with a manual throttle, but in a Robinson which has such an effective governor, the only warning to the pilot will be the low rotor horn unless he/she was watching the tachometer as he/she should have been. It is also important to teach and consider the effects of letting the airspeed go below 45 knots when operating at high density altitudes since this is the approximate speed where translational lift begin to fall off sharply and a sink rate can begin to increase at an alarming rate if the pilot was not prepared. Adding collective in this case may not be an option since rotor rpm is being controlled by the collective and an increase will pull the rpm down further still resulting in an increasing sink rate.

VNE considerations are very important since a pilot can easily find him/herself in a retreating blade stall situation which will certainly get the pilots attention. VNE decreases sharply at high altitudes and it is imperative that the pilot is aware of the limit at the altitude he/she is flying. The helicopter can easily be flown to or past this point from the standpoint of power. It is often taught that the first event which will occur in retreating blade stall is a pitch-up of the nose. This is incorrect as a vibration will be the first indicator of retreating blade stall which will be followed by the pitch-up of the nose if not corrected immediately. Of course the correction will result in a slight pitch-up of the nose since it will consist of a reduction of power followed by an aft cyclic input. The pilot will likely be alarmed enough that he/she will be trying to something to correct the situation since the vibration (in a two blade helicopter especially) is very violent.

Mountain winds are extremely important to consider and can be taught in a classroom setting, but are impossible to demonstrate while operating outside of mountain areas such as Florida and many other flatland areas. This does not mean that effective mountain flying can not be taught in those areas; it just means that it must be more stressed thoroughly to students who are training in those areas. I am aware of students who have trained in areas with mountains nearby but who have never actually accomplished landings above 5,000 feet, such a waste.

One of the most important issues which is detrimental to mountain flying but that which should always be taught anyway is to always have a way out, always have a back-up plan of action. Be very cautious of letting yourself get into or beyond a point of no return, or a point where you are then committed to the process regardless of the outcome.

Long Line Training is something that can be very beneficial but also something that can be sought when the time comes. Precision long line pilots are among the highest paid helicopter pilots often making near or above $200,000 annually. It is important when you go for your interview regardless of the position, that you be current relative to the job. Many employers will check or test your currency, and you could be washed out for that fact alone however you may have the opportunity to come back after some remedial training. It is better to get the training or refresher prior to the interview so that you don't have the blemish of having not been successful on a previous attempt.

I have flown with a large number of pilots who applied but are significantly out of currency and intend to get current during company training. Companies are limited in the number of hours which they will spend to bring a pilot current especially since that is not what their training program in designed for. Company training programs are designed to bring pilots to company standards and peculiarities, not pilot currency. Many pilots wash out for that reason especially when it comes to night flying.