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CHALLENGE
For helicopter pilots to leave Heli-
Expo wanting to improve their
instrument proficiency.
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GROUND RULES
Participate and Ask Questions
Don’t throw anything at the
moderator
Don’t “stump the chump”
Make it personal
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From What Perspective…
Pilot-to-Pilot
Instructor-to-Instructor
As Safety Advocates
As Influencers
Action: What happens at
Heli-Expo shouldn’t stay
at Heli-Expo.
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Influence-”We never read about the
accidents that never happen”
• Prevention is hard to quantify!
• The helicopter industry is 99.7% full
of safety success stories…really!
THANK YOU!
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QUESTION
Name some things you spend a
lot of time and money acquiring
but use infrequently.
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Being Somewhere Other than
on Cloud-9
Questions:
-What portion of the audience feels they are more instrument proficient
today compared to when they took their instrument checkride?
-Should an instrument rating be required for night operations?
-Approximately how many hours of real IFR experience do we have in
helicopters (pilots and CFII with less than 1500 hours TT)?
-If you were King or Queen, what instrument currency requirements
would you mandate for IFR certified helicopter pilots?
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So Others May Live
Denver Fletcher’s unforgettable Experience
Questions:
-How many in the audience has ever felt
pressured to fly?
-How many in the audience has experienced
spatial disorientation?
-Do you peek while training on instruments?
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When will we embrace the need to
maintain instrument proficiency for
winning the underdog fight against
Mother Nature?
Whoever thought…
….paying more per ounce for bottled water compared to soda would
become reality.
….that tapping on a smart phone would become our favorite past time.
....a lady’s purse would be a luxury item.
….flying in the clouds would ever become reality let alone safe.
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Pitfalls experienced on
Instrument Checks
• Persistently exceeding tolerances
• Lack of Situational Awareness (SA)
• Lack of SOPs
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“Best Practices” on Instrument
Checks
• Single Pilot Resource Management
• Being PIC and not a passenger
• Standard Instrument Approach briefings
• Using 5-Ts at every turn
• Appropriate Checklist Usage
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Instrument Approach Briefing
“NOTAMS”
• N = Numbers (Com & NAV frequencies)
• O = Obstacles
• T = Turns (outbound, inbound and final approach)
• A = Altitudes (outbound, inbound, DH/DA or MDA)
• M = Missed Approach Point & Procedure
• S = Special ATC Instructions
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Memory Items for Instrument
Approaches
1. Final Approach Course
2. ”How Low Can We Go”
3. 1st
SEGMENT of the missed approach
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5-Ts…maybe more
•T = Turn
•T = Time
•T = Tune
•T = Throttle (altitude)
•T = Talk
Slow and Sequentially…it’s not a race
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Sparky’s “Top 5” Instrument Tips
1. Brief the approach “before” you shoot the
approach
2. Load an instrument approach for the
airport/heliport you’re departing
3. Say “NO” when something doesn’t feel right
4. Practice Instrument Takeoffs
5. Be convinced you’re going missed
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Operation Cloud-Bound Club (OCBC)
Monthly Challenge:
(2) Instrument Approaches
(4) Instrument Takeoffs
(2) Hours of instrument hood work
Terms & Conditions (the fine print)
-Helicopter rated safety pilot, CFI or CFII onboard
-In 200 words or less, tell me how being instrument proficient has made you a better and more confident pilot
-Show me a copy of your SOP for briefing an instrument approach
-If conducted in an AATD or FTD, double the monthly requirements
-Promise to use your 5-Ts
-Promise to never shoot an instrument approach unless you fully brief it
-You cannot skip a month, but if some tasks are incomplete they carry forward
-Provide documentation to me be 12/31/2015
-Steve Sparks is the final determiner of all gray areas not discussed or mentioned in this agreement…no back talk
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Contact Information
Dr. Steve Sparks
US Helicopter Safety Team (USHST)
Cell: 614-546-5771
Email: steven.t.sparks@gmail.com
Editor's Notes
Presentation Collaboration: Kevin Clover, Steve Keesey, Dr. Steven Sparks, Phil Dixon, Pat Knight, June Tonsing
Producer: Felice Brunner
This is the first in a series of FAASTeam Loss of Control educational outreach presentations. These concepts are meant to encourage awareness for Designees, CFIs and any other airman delivering training, checking or practicing maneuvers. The main thought process is that the maneuver should not be initiated if the aircraft is already outside of the MIE envelope. The maneuver should be stopped if prior to completion the aircraft will move outside of the MIE. The next few slides will discuss the components of the MIE and a few [but not the only] mitigation strategies.
One of the standards that Successful CFIs infuse into their Core Values is: Customer Satisfaction: No Student wants to be treated badly, treat them with respect and as if they are your sole means of support… word gets around that you don’t treat your students with due care and respect… they will be…but not for long. Also; Customer Service is often lacking in the Instructor/Student relationship, the student is paying for a thorough professional service and has expectations and personal goals… If you are seen as “just Passing through” on your way to the Airline… you will soon be “passed over” by potential new students who are searching for the “Right CFI”
the aviation community often gets tunnel vision in believing maneuvering flight only involves VFR maneuvering and doesn&apos;t fully include IFR maneuvering into their overall Risk Management reduction strategy when it comes to reducing loss of control accidents.
