71 Lessons From The Sky

71 LESSONS FROM THE SKY

CIVILIAN HELICOPTERS

FLETCHER MCKENZIE

71 LESSONS FROM THE SKY

NEAR MISSES AND STORIES FROM

71 CIVILIAN HELICOPTER PILOTS

FROM AROUND THE WORLD

This edition published 2023 by Squabbling Sparrows Press

ISBN 978-0-4734930-80 (Paperback edition)

ISBN 978-0-9951170-44 (Ebook edition)

Copyright © 2019 by Fletcher McKenzie

A catalogue record for this book is available from the National Library of New Zealand.

The right of Fletcher McKenzie to be identified as the author of this work has been asserted by the author in accordance with the Copyright Act 1994.

All rights reserved. No part of this book may be reproduced in any form or by any electronic or mechanical means, including information storage and retrieval systems, without written permission from the publisher, except for the use of brief quotations in a book review.

Published by Squabbling Sparrows Press

PO Box 4213, Marewa, Napier 4143

New Zealand

Dedicated to three helicopter pioneers who helped shape the New Zealand helicopter industry.

Thank you

Sir Tim Wallis, Keith McKenzie and Bill Reid.

The helicopter approaches closer than any other (vehicle) to fulfilment of mankind's ancient dream of the flying horse and the magic carpet.

Igor Sikorsky

CONTENTS

Foreword

Introduction

Prologue

HOW TO USE THIS BOOK

AUSTRALIA - AUS - CASA

UNITED KINGDOM - UK - CHIRP

UNITED STATES OF AMERICA - USA - ASRS

VUICHARD RECOVERY AVIATION SAFETY FOUNDATION - VRASF

1. SITUATIONAL AWARENESS, COMPLACENCY & FATIGUE

Landing For Fuel

R44 Vs Wind Machine

Taking Off Still Attached

Dog Day Afternoon

Unplanned Tour Stop

Contrary Controls

Rotor Rage

Rest In Pieces

A Wrinkled Tail Boom

Low Fuel Light

Collection Friction Adjustment

Momentary Loss Of Control

Contact With Terrain

Power Loss After Takeoff

Distraction Equals Low Fuel

Incorrect Hydraulic Pump

Fatigue Monitoring

2. TORQUE & POWER

Power Isn’t Everything

Fail Safe

Live, Learn, Survive & Be Happy

Heli-Skiing

Freightful Flight

3. WIRES

Too Close For Comfort

Wire Worry

Telephone Line Flexes Muscle

Wire Strike

We Found The Phone Wire

4. PROCEDURE

The Vortex Ring State

Loss Of Control At Night

Near Mid-Air Collision

A Decision Based Upon Safety

Loose Articles Lost

Restricted Viewing Field

NGV Without Certification

Operational Check Flight

Fumes Misidentified As Smoke

I’ve Had An Accident

Not Enough Torque

Engine Installation

5. WEATHER

From VFR To IMC

Flying In The Muck

Emergency Declared

Unusual Attitudes

Gusty Winds Vs Rotor

6. COMMUNICATE & AIR CREW

Steep Dark Learning Curve

Who’s Got The Aircraft?

Into The Void

A Non-IFR Certified Aircraft

Maintenance Repair Facility

Push Down The Collective

7. NEAR MISS & SEPARATION

Dauphin Vs Skyhawk

Police Vs EMS

Bell Vs Twin

Bird Vs Windscreen

R44 Vs UAV

Incorrect Frequency

Bell Vs Boeing

Iroquois 212 Vs Beechcraft

8. KNOWLEDGE, DECISION MAKING & RISK

Bad Vibrations

Deep Trouble

A Zip Tie

Fuelled By Limited Options

Ferrying A Damaged R22

9. AIRWORTHINESS & MAINTENANCE

Diminished Engine Power

Developed Compressor Stall

Engine Chip

A Dimly Lit Dent

Too Much Iron

Conditions Force Errors

10. FURTHER READING

Glossary

Also by Fletcher McKenzie

Acknowledgments

About the Author

FOREWORD

CLAUDE VUICHARD

Accidents are always the same; all that changes are the dates and registrations. The problem is between the headset.

Claude Vuichard

As a child I always dreamed to fly and I am lucky to have realised this dream. However there have been a number of times I also dreamed of being on the ground with my crew, this was during a number of rescues missions in the Swiss Alps when we were pushing the limits of the aircraft, flying in over 100 knot winds.

After forty years of flying, with 16,000 hours, I am still convinced I made the right choice. Aviation has helped me save lives, probably enough to fill a church, and that knowledge is good for my soul.

I love flying because of the third dimension and even though you may fly the same route many times, it never looks the same. My office always changes; it’s probably the best desk you can have in the world.

I had a few close calls flying in the mountains, again when we were flying at the power limits. My first real close call or incident I had was actually getting into the Vortex Ring State (VRS).

It was thirty years ago when I was doing aerial work in the Swiss Alps and the helicopter developed VRS. For some reason the VRS stopped suddenly, just before the trees, and I didn’t know why. I flew home with shaking knees and didn’t sleep for two nights afterwards because I realised I could have easily died. So over those few days and nights I developed this new manoeuvre now called the Vuichard Recovery Technique to get out of the Vortex Ring State. I realised that the tail rotor was still working under normal conditions. So why not use the tail rotor thrust by increasing collective to maintain the heading. Simultaneously apply opposite cyclic (15°-20° bank), cross control  to get a lateral movement, this will move the helicopter laterally and move the rotor in the upwind part of the vortex and helicopter stops immediately the huge rate of descent and the VRS recovery is completed.

I went back to the aircraft, put it into a VRS, and I used the technique. I got out of the fully developed Vortex Ring State in only 20 feet. Sadly nobody believed me over the next twenty years because even though I was a flight instructor I really had no network, until 2011 where I met Tim Tucker.

Tim is the safety pilot for Robinson Helicopters and he was doing a safety course in Switzerland. I asked him if I could show it to him. At first he was not very happy because he did not want to break his neck in a foreign country but after I had the opportunity to show him the technique in flight, he was amazed and he asked if he could try. He he was able to get out of a fully developed Vortex Ring State in 30 feet. He said, Claude, I have never been amazed like this in forty-five years of aviation. He wanted me to provide him with the technique and information. Robinson Company conducted flight tests at the factory with a test pilot, and a handful of experienced Robinson factory flight instructors tried it out in the network. Everybody came back saying, Your guy in Switzerland is right. Robinson implemented it and put my name on it. In 2018 I got four reports of pilots using the technique and saving the lives of everybody in the helicopter.

This gives me the energy to load my batteries to deliver safety seminars and flight training around the world. I have a clear vision to achieve zero Vortex Ring State accidents in the helicopter industry.

If people listen to what I am saying on how to get out, and also on how to avoid it, I am convinced that we will get to zero.

I used the technique in 1999 while night flying for the Swiss government searching for a missing aircraft. I was operating with night-vision googles and suddenly we went into the vortex - I took control immediately as I saw the rocks moving very fast in front of me and I looked on the vertical speed indicator. I did my manoeuvre in an instant as it was now a reflex, we pulled out at around 100 feet altitude. So I saved my and the crews lives once more using the technique.

I have flown more than twenty types of helicopter, from the Robinson R22, R44, R66 the Bell 206, the AS350 series, AS365 Dauphin, AW109, AW119, AW139, almost everything, and the technique works in every helicopter with an anti-torque system

In the mountains, the nicest helicopter is the SA315 Lama, despite being designed fifty years ago. I still consider it the nicest aircraft, great visibility. I like to fly most aircraft. I do like the H125, also a nice aircraft and I am looking forward to the Swiss made Kopter, being a new aircraft made from scratch as opposed to being from previous designs and models.

Sadly, I have lost around forty friends over the years. What is amazing is that over these years there have been many changes and new rules implemented but we have not changed the number of accidents. The only way to change the number of accidents is to work on the human factor issues — we can eliminate a large number of accidents by teaching and using better techniques, such as the Vortex Ring State technique, autorotation techniques, quick stop techniques to brake the aircraft, avoiding entry into IMC.

My non-profit organization - the Vuichard Recovery Aviation Safety Foundation, was created to help train and avoid these ongoing accidents. My vision is to reduce the human accident rate in the helicopter by 80%, that means globally a reduction of the helicopter accident by more than 60%.

I have saved hundreds of people and I look forward to saving hundreds more with my techniques. It is an amazing feeling when pilots send me messages that they have saved their own lives and the lives of others because of the technique that saved my life.

I am convinced that I am on the right course around the world to save a lot of human lives.

Learn my technique and fly safe.

Claude Vuichard

A former line pilot and flight instructor who developed the Vuichard Recovery technique. Receiver of the Salute to Excellence BLR Aerospace Safety Award - HAI 2018.

INTRODUCTION

MARK OGDEN

Helicopters are renowned for working in some of the most remote and inaccessible locations on the planet.

HeliOps International Magazine

I first flew with my father when he worked for George Cadet in Brisbane in the early 1960s. I was seven years old and got the bug. Then, as an Air Force Cadet I flew gliders out of Warwick in Queensland, Australia and managed to score a Royal Australian Air Force Scholarship to have my pilot’s licence before I turned 17. I could fly before I could drive.

Wanting to be a military pilot, I tried joining the Royal Australian Air Force (RAAF) but I was a year too young. Walking downstairs at the recruiting office, I saw a photo of the Navy’s aircraft carrier and discovered their recruiting age was a year younger than the RAAF; so I ended wearing naval wings. Their Pilot’s Course in those days was with the Air Force, flying the then new CT-4 Airtrainer, the Macchi Jet and finally landing on the UH-1 helicopter. I didn’t want to fly helicopters, but when I got to 5 Squadron (RAAF) to fly the Huey in 1977, most of the instructors had come through Vietnam and there was so much to learn from them. Flying helicopters was the best flying, and I had found my niche. If one could not hover with a tree limb on your chin window, then one was not meant to fly helicopters.

When I returned to the Navy, I flew the UH-1 before moving to the venerable Sea King. Having survived a bad accident in a Sea King in 1979 on my first day at sea, the rest of my flying career went a little more smoothly. In 1981 came my instructors’ course with the RAF where I flew the Gazelle, then back to the RAAF to teach. Later, I managed to get onto the best project a pilot could hope for, bringing the S-70B-2 Sikorsky Sea Hawk online. After spending some time in the USA on the SH-60B American Sea Hawk, I was back in Australia flying the Australian version which I continued until the end of my naval career. I still think the Sea Hawk is probably the best helicopter in the world — built like a brick, with a lot of power and just a joy to be in.

The last course I did in the Navy was the Accident Investigation Course at Cranfield University in the United Kingdom, adding crash investigation to my resume.

After leaving the Navy in 1996, I spent a few years with the Bureau of Air Safety Investigation (BASI) as a crash investigator and still occasionally flew, most GA fixed wing but for me, the flying just did not present the challenges of naval aviation where I found the flying from various ship decks in different weather, interesting missions and having a flight crew that depended on one another was vastly different from civilian flying. Being part of a larger operation provided a huge sense of satisfaction. But don’t get me wrong, as you will read things can get messy in any model of helicopter or any form of flying. BASI provided another piece of an aviation career and I learned as much there as I did in the Navy and rounded out my attitudes and knowledge. It was here I truly learned about human performance and started to understand organizational issues and their impact on aviation operations.

BASI became the Australian Safety Transport Bureau (ATSB) and I looked after the Perth Office from 1997 through to 2002, before returning to the Navy. Then I became involved in aviation accident investigation for an oil and gas company. With knowledge acquired over the years, from operations to investigations, I have been helping manage the company’s aviation safety standards and operations in places such as Papua New Guinea and Alaska. While not being so much a pilot these days, the experience and knowledge I gained through the years in my various roles has proved essential to let me do what I do now.

All that preamble sets the tone for what I believe contributes to safe flying. There are three rules to keep aviation safe:

Always be aware — where are you? What is happening around you? Project that forward to understand what will likely be happening ahead of time. Listening to the engines, the transmission and knowing what the aircraft is doing are all part of being aware. Managing the energy in your aircraft is also an awareness concept – know how to manage the energy inherent in a flying aircraft. Being fully aware is essential for both air and ground crew.

Understanding Risk — is the planned flight worth the risk? Risking your life is one thing, but don’t forget lives of others are your responsibility; whether that’s the crew, passengers or those who may be left behind. The aircraft is in your hands and that is a significant responsibility not to be taken lightly.

Essential and basic flying skills must be maintained— without those, there’s nothing to fall back on when (and it will) the automation fails.

If you have the above and have learned to fly a helicopter well, you could almost fly anything.

I found the skill levels differed greatly from fixed wing. I know that every time I got in a helicopter it gave me more joy than a fixed wing aircraft. I believe it also made me a better thinking pilot. I am not saying fixed wing is not challenging, I just found flying helicopters more challenging than any other flying I ever did.

As a crash investigator it seemed that most helicopter accidents occurred in the agricultural industry (including mustering). Many pilots lacked a full understanding of their aircraft. Aircraft were often overweight and pilots often over boosted (especially in the Robinsons) or tried flying with degraded rotor RPM — or they’d tried incorrectly maneuvering the aircraft. It seemed, in the mustering industry for example, pilots were musterers first and pilots second. Basic skills and knowledge were lacking. You just don’t often see so many similar mistakes in other areas of the helicopter industry.

Many of the non-mustering accidents were wire strikes. In most wire strikes, many pilots knew the wire was there but had forgotten. Often the accident was late in the day so fatigue likely played a role – degrading a pilot’s situational awareness.

Always wondering what is happening and examining the what if’s… expect the unexpected. I found with the Sea King, pilots had close calls to reflect on almost every flight. I say that somewhat in jest, but the Sea King was a 1960s helicopter; there were no self-checking systems and we always expected things to go wrong (and they often did). That was just part of flying this model of helicopter in that environment (low level over water at night). The change to the Sea Hawk was a jump of two or three generations of helicopter. The Australian Sea Hawk was extra-reliable and super-powerful, built like a brick and very forgiving. Despite 30 years of operations in some of the most unforgiving conditions you could throw at an operation, the Squadron did not lose a machine and indeed in 2018, the Squadron managed to ‘pay off’ the same helicopters that were purchased all those years ago mostly because of the investment in the initial and the ongoing training for both air- and maintenance crews.

The lack of basic skills in aviation is showing up now in the airline industry. Many of the latest accidents supports this thinking. Pilots are forgetting the basics, such as the old adage, power plus attitude equals performance, or Aviate, Navigate, Communicate. Having said that, we also see occurrences that would have been significant accidents if the crew were not on top of the game.

The Qantas Flight 32 and CACTUS 1549 could have been serious accidents, however both crews on the flight deck had the skills, situational awareness and knowledge to get the aircraft down safely. Any failure to invest in long term training is almost a guarantee of failure and accidents.

Any close call I had, I made sure I tried to learn the lessons. I made many mistakes but survived to tell the tale and to pass that knowledge and experience on through the later stages of my careers. In this industry we need to ensure our pilots learn from every mistake. If any pilot denies their responsibility or accountability, and they think they are untouchable, then they are heading towards an accident. Believe that you are fallible and you will make mistakes but ensure you learn from it with the personal responsibility being with you and not others. Learn from others and always remember, there by the grace of God, go I.

Many times I have said to myself, wow I didn’t think of that… and that’s where I argue the great saying of there are old pilots and bold pilots but few old, bold pilots. Always remember that as a senior pilot, you will be emulated and held to be an example. I was the guy who thought I could fly lower and faster than anyone. I got away with it, not sure though if it was due to superior skill or pure good fortune. My responsibility was bought home one day when a senior Squadron pilot pulled me aside and said, Remember other young pilots look up to you and they will emulate you. He asked if I wanted the responsibility for a young pilot trying one of my manoeuvres and killing themselves? I realised then the responsibility of senior pilots.

The valuable lesson I learned was that not for me but for the aviation industry in general; information and techniques are passed from pilot to pilot, usually older to younger. Pilots teach other pilots.

Mark Ogden

Editor HeliOps

Australian ATP Licence (Rotary) with endorsements and CPL (Fixed). 5000 hours experience in offshore and onshore ops commercial, military, firefighting and SAR. 3000 hours instruction. Air Safety Investigator, published manuals, policies and procedures. Presently working in aviation management.

PROLOGUE

FLETCHER MCKENZIE

Most accidents originate in actions committed by reasonable, rational individuals who were acting to achieve an assigned task in what they perceived to be a responsible and professional manner.

Peter Harle

Director of Accident Prevention

Transportation Safety Board of Canada

Ever since I was young, I’ve marvelled at all things that fly — from paper planes to the early aircraft prototypes to the massive Spruce Goose. My father passed his passion for aviation on to me. He was a man