Max – Page 9 – Aviation News Talk

346 Tailwheel Flying: The Art and Challenge with Jim Hopp + GA News

Max talks with CFI Jim Hopp, who shares insights about tailwheel flying. Jim begins by explaining his passion for teaching in tailwheel aircraft. He highlights the direct connection a pilot feels with the airplane due to the simplicity of the cockpit, often lacking modern glass panels, and the use of a stick instead of a yoke, which offers better tactile feedback. He also emphasizes the unique challenge of handling the airplane on the ground, which is markedly different from flying tricycle gear airplanes.

The primary difference in ground handling between tailwheel and tricycle gear aircraft lies in the position of the center of gravity (CG). In a tricycle gear aircraft, the CG is located in front of the main gear, which helps stabilize the aircraft on the ground. However, in a tailwheel aircraft, the CG is behind the main gear. This configuration means that any lateral drift or misalignment during touchdown can cause the CG to continue moving in the direction of the drift, potentially leading to a swerve or even a ground loop. Jim likens this to the difference between pulling a wagon (tricycle gear) and pushing one (tailwheel), where the latter requires immediate corrective action to prevent instability.

One of the critical challenges during takeoff in a tailwheel aircraft is managing gyroscopic precession. As the tail lifts off the ground during the takeoff roll, the aircraft experiences a force that causes it to yaw to the left due to the gyroscopic effect of the propeller. This is an additional factor that pilots of tricycle gear airplanes don’t have to deal with. To mitigate this, Jim often teaches new tailwheel students to perform a three-point takeoff, similar to a soft field takeoff, to avoid dealing with gyroscopic precession until they are more comfortable with the aircraft.

Jim discusses the importance of right rudder pressure throughout the takeoff roll. As power is applied, the aircraft tends to yaw left due to the combined effects of engine torque, P-factor, and gyroscopic precession. This requires the pilot to apply right rudder to keep the aircraft tracking straight. The amount of rudder pressure needed varies during different phases of the takeoff roll, making it crucial for the pilot to understand these dynamics to maintain control.

When it comes to taxiing, visibility can be a challenge in tailwheel aircraft since the tail is lower, and the pilot often can’t see directly over the nose. This can require the use of S-turns to check for obstacles ahead. Additionally, the tailwheel configuration makes the aircraft more prone to weather vaning in crosswinds, where the aircraft tries to turn into the wind due to the CG’s location behind the main gear. This requires constant rudder input to counteract the wind’s effects.

Another critical aspect of taxiing in a tailwheel aircraft is managing the angle of attack, as the wings are at a positive angle while on the ground. This means the aircraft can generate lift even during taxiing, which could potentially lead to a dangerous situation if not properly managed, especially in strong winds.

Once in the air, tailwheel aircraft behave similarly to tricycle gear aircraft, although they often have more adverse yaw due to their older designs and larger rudders. Pilots transitioning from modern nose gear airplanes might find they need to pay more attention to rudder usage to manage adverse yaw effectively.

Landing in a tailwheel aircraft presents two primary techniques: the three-point landing and the wheel landing. In a three-point landing, the pilot aims to touch down with all three wheels simultaneously, which is different from the standard nose gear landing where the main wheels touch down first. This requires careful pitch control and understanding of the aircraft’s attitude.

The wheel landing, on the other hand, involves touching down on the main gear while the tail remains off the ground. This technique is useful in gusty or crosswind conditions as it allows the aircraft to land at a higher speed, providing better control authority. However, it requires the pilot to push the stick forward after touchdown, which goes against the instinct of most pilots trained in nose gear airplanes.

To operate as a pilot in command of a tailwheel aircraft, pilots must obtain a tailwheel endorsement, unless they were PIC before 1997. This endorsement requires demonstrating competence in tailwheel operations, including landings. Additionally, pilots must meet passenger carrying currency requirements, which stipulate that the three takeoffs and landings required within 90 days must be to a full stop, reflecting the greater complexity and potential risks involved in tailwheel operations.

Jim advises that flying a tailwheel aircraft every 90 days may not be sufficient to maintain proficiency, given the challenges associated with these aircraft. Many flying clubs recommend a 60-day currency at most to ensure pilots remain sharp and capable of handling the unique ground and flight characteristics of tailwheel airplanes.

The tailwheel endorsement process typically involves around 15 hours of training, though this can vary depending on the pilot’s proficiency with rudder use and crosswind technique. The training covers the differences in ground handling, pre-flight inspections, taxiing techniques, takeoffs, in-flight rudder control, and both three-point and wheel landings. Jim emphasizes the importance of continuous rudder use and crosswind control during the landing roll, as the aircraft can become unstable as it decelerates.

Overall, this podcast provides a comprehensive overview of the skills and considerations necessary for mastering tailwheel flying, emphasizing the importance of practice, understanding the unique dynamics at play, and maintaining currency to ensure safety and proficiency.

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345 Cessna 182 Prop Strike: Interview and Analysis using Garmin G3X data and FlySto.net

Max talks with listener Jim about his prop strike incident what occurred while landing his Cessna 182. The interview provides an in-depth look into his flying background, the circumstances leading up to the incident, and his reflections on what might have gone wrong, along with considerations on how to prevent such an event from happening again.

Jim began his aviation journey in January 2012, when he took an introductory flight that ignited his passion for flying. By 2013, he had earned his private pilot’s license and accumulated around 760 flight hours, primarily in Cessna 172s. He also had some experience flying the Cessna 182, including retractable-gear versions, at his flight school in Memphis, Tennessee. In 2021, he obtained his instrument rating and soon after relocated to New Mexico. With no convenient rental options nearby, Jim joined a flying club in Las Cruces, about two hours away from his home, where he continued to maintain his currency in flying.

In August 2022, Jim purchased his own aircraft—a 1969 Cessna 182—largely because it matched the year and model of the plane he had flown at the flying club. He upgraded the plane’s instrument panel with a Garmin G3X system and other modern avionics, and by the time of the incident, he had been flying this aircraft for about four months, accumulating around 300 hours in various Cessna 182s.

The flight in question was a return trip from Truth or Consequences, New Mexico, where Jim and his wife had celebrated her birthday with a relaxing spa day. They departed for Silver City, their home airport, in the afternoon. The weather was slightly challenging, with some showers and turbulence over the mountainous terrain. Jim, mindful of his wife’s discomfort with turbulence, took a longer, less direct route to avoid the roughest air.

As they approached their home airport, the conditions seemed favorable. The winds were mild, and Jim planned a straightforward landing on runway 26. He recalls that the winds were reported as 310° at 6 to 8 knots, which aligned well with his intended landing direction. However, what began as a routine landing quickly turned problematic.

Jim had been using the autopilot (a Garmin GFC 500) for much of the flight but had disconnected it before entering the pattern to hand-fly the landing. He admits that he had been struggling with slightly flat landings in recent months and was particularly focused on making this landing as smooth as possible. To ensure a stabilized approach, he flew a long downwind leg before turning onto final.

During the final approach, Jim followed his usual procedure: maintaining 94 miles per hour on the downwind leg and reducing speed to around 78-80 miles per hour on final. He applied 30 degrees of flaps for the landing, which was standard for him at this airport, given the long runway.

As Jim neared the runway, everything seemed under control. He was lined up with the runway and descending steadily. However, just before touchdown, the situation deteriorated rapidly. Jim describes feeling a sudden yaw to the left and a significant bank to the right, followed by a pitch down. Although he managed to get the plane on the ground, it was immediately clear that something had gone wrong—the propeller struck the ground.

The Garmin G3X recorded the data from the incident, and Max uploaded the flight data to Flysto.net. He and Jim then watched a replay of Jim’s aircraft in the traffic pattern. Max noted that the aircraft was unstable with a 1200 foot descent rate at 500 feet AGL, but that by 300 feet, the aircraft was stable. Later, Max identifies some incorrect control inputs, which are revealed in the podcast episode, that led to the prop strike. Max comments that using Flysto, they were able to definitively identify the issue that led to the prop strike. Without the data recorded by the G3X, they would have been only able to speculate on several potential issues that might have caused the prop strike.

Jim also talks about the aftermath, which includes getting the aircraft repaired, and getting some additional flight training while the aircraft is down for maintenance, which is expected to take at least four months. There are also some surprising insurance ramifications that Jim talks about.

Despite the incident, Jim remains committed to flying and views this experience as an opportunity to become a better and safer pilot. The interview ends with Jim encouraging other pilots to share their experiences, both good and bad, as a means of learning and growing within the aviation community.

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Truckee Tahoe Airport Mountain Flying Clinic info
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344 Truckee Airport’s Challenges and its FLY SAFE Program for Pilots – with Jeff Menasco + GA News

In this episode, Max talks with Jeff Menasco, the Director of Aviation at Truckee Tahoe Airport, where he delves into the unique challenges and opportunities associated with flying in this picturesque yet complex environment. The airport, located at a field elevation of 5,901 feet, demands pilots to account for high-density altitude conditions, even on standard days. For instance, with a forecast temperature of 76 degrees, the density altitude can push 8,000 feet or higher, affecting aircraft performance significantly. On particularly warm days, density altitudes can soar over 9,000 feet, making aircraft feel like they are flying at much higher altitudes, which can surprise many pilots.

The terrain surrounding Truckee Tahoe Airport adds another layer of complexity. Nestled in a bowl of mountains, the airport poses significant challenges due to its high approach minimums for weather and the orthographic effects on winds. The typical summer afternoons see winds from the southwest at 15 to 20 knots, gusting up to 35 knots on stronger days. These conditions, coupled with the high density altitude and the lack of favorable approach routes due to the terrain, make the airport a demanding environment for pilots.

In the winter, the airport can receive substantial snowfall, with the 2023-24 winter seeing about 15 feet of snow, while the previous winter saw a record 30 feet. This necessitates extensive snow removal efforts to keep the runways, taxiways, and hangar rows operational. Without de-icing facilities, aircraft based at Truckee need to be hangared to avoid operational challenges in such conditions.

Jeff emphasizes that Truckee Tahoe Airport’s unique geographic location and proximity to the Bay Area, which has one of the highest concentrations of wealth globally, make it a popular destination for outdoor enthusiasts from the Bay Area and Southern California. This demographic factor significantly influences the air traffic patterns at Truckee, with about 65% of all traffic coming from the Bay Area.

Examining accident trends, Menasco and the Chief of Safety reviewed incidents from 1996 to the present, identifying 24 significant accidents. Trends emerged, such as piston aircraft experiencing power loss under high-density altitude and gusty wind conditions, often involving lower-time pilots. Additionally, IFR accidents frequently involved visual obscurations and circling maneuvers, with a notable portion occurring during dusk or dark conditions. These trends underscore the importance of thorough pre-flight planning and robust in-flight judgment.

Jeff outlines his theory of flying, categorizing it into planning, judgment, skill, and luck. Planning encompasses all preparatory work done at zero ground speed, such as understanding aircraft manuals and weather data. Judgment involves decision-making in the air, influenced by knowledge and experience. Skill is required in critical moments but should be minimized in favor of judgment. Luck represents situations beyond a pilot’s control, which should be minimized through careful planning and judgment.

Truckee Tahoe Airport’s commitment to safety is reflected in initiatives like the FLY SAFE program, which incentivizes hangar tenants to complete one FAA Wings phase per year for a rental discount. The airport also hosts monthly safety seminars, averaging 28 pilots per session, to foster a culture of safety and shared learning among local aviators. The upcoming Cirrus flight clinic, designed to provide practical mountain flying experience, exemplifies the airport’s proactive approach to pilot education and proficiency.

Finally, Menasco touches on the airport’s efforts to balance aviation activities with community noise sensitivity. Through the Fly Quiet program and online resources, the airport provides guidance on quieter arrival and departure procedures. Specific protocols for shoulder hours (10 PM to 11 PM and 6 AM to 7 AM) are in place to minimize noise disruptions, with recommended routes that also enhance safety by offering better emergency landing options.

Overall, the Truckee Tahoe Airport, while presenting inherent risks due to its high-altitude, mountainous location, remains a rewarding destination for well-prepared pilots. The airport’s strategic focus on safety, education, and community harmony aims to ensure that pilots can enjoy the beauty and recreational opportunities of the area while mitigating the associated risks.

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343 ACP398 Stay Safe While Building Flight Time With Max Trescott

In this episode of the Aviation Careers Podcast, guest Max Trescott discusses critical strategies for pilots to maintain safety while building flight time to reach the minimum hours required for airline careers. The conversation centers around the heightened risks pilots face during their initial hours of flying, especially in general aviation, and the steps they can take to mitigate these dangers.

Max begins by highlighting the alarming fact that the journey to accumulate 1,500 hours of flight time is exponentially more hazardous than the subsequent thousands of hours typically flown in an airline career. He underscores that while the airline industry boasts an impeccable safety record, general aviation accidents claim approximately 400 lives annually. This stark contrast emphasizes the need for heightened safety awareness among low-time pilots.

One significant point Max addresses is the critical period between 50 and 250 flight hours, often referred to as “The Killing Zone.” Dr. Paul Craig’s research indicates that most general aviation accidents occur within this timeframe. Max advises pilots to prioritize gaining substantial experience in a single aircraft type, as accident data shows that familiarity with the specific aircraft significantly enhances safety. Pilots should meticulously learn the aircraft’s systems, limitations, and handling characteristics to build a strong foundation of knowledge and skill.

Max emphasizes the importance of maintaining a professional attitude throughout one’s flying career. Pilots should approach every flight with the same level of diligence and caution expected in an airline environment. This includes adhering to Standard Operating Procedures (SOPs) and actively participating in the safety culture of their current flying organization. Reporting hazards and engaging in Safety Management Systems (SMS) are crucial steps to ensure a proactive approach to risk management.

One of the biggest hazards Max highlights is night flying. Despite common misconceptions, night flying presents unique challenges and a higher fatal accident rate. Pilots must be vigilant about illusions like somatogravic illusion, which can mislead them into thinking they are climbing when they are actually level or descending. This illusion is particularly dangerous during takeoff or missed approaches at night, especially over water where visual references are limited. Max stresses the importance of cross-checking instruments to confirm a positive rate of climb and maintaining proper airspeed.

Max also addresses the dangers of distractions and the critical need for maintaining a sterile cockpit, especially during takeoff and landing phases. He notes that a significant percentage of accidents occur in the traffic pattern, particularly during the base-to-final turn. Pilots must remain highly alert and prioritize airspeed management to avoid stalls and loss of control.

Circling approaches are another area of concern. The risk associated with circling to land is considerably higher than that of a precision approach. Max suggests that pilots should avoid circling whenever possible, even if it means landing with a tailwind or diverting to a safer airport. The statistics reveal that circling approaches are 25 times more dangerous than precision approaches, highlighting the importance of carefully evaluating the necessity of such maneuvers.

Fatigue is a critical factor that pilots often underestimate. Max draws attention to studies showing that inadequate sleep significantly impairs performance, akin to being legally intoxicated. He urges pilots to prioritize rest and recognize that fatigue can severely impact judgment and reaction times, leading to increased risk.

Moreover, Max warns against complacency and the false sense of security that can come with accumulating flight hours. He cites studies indicating that 30% of fatal accidents involve violations of Federal Aviation Regulations (FARs), underscoring the importance of strict adherence to these rules. Additionally, he highlights the dangers of flying under the influence of medications, both prescription and over-the-counter, that are prohibited by the FAA.

Flight training, while generally safer than personal flying, still poses risks. Max advises flight instructors to be cautious with maneuvers like VMC (minimum control speed) demonstrations, which can be particularly hazardous. He stresses the importance of thorough pre-flight planning, maintaining aircraft, and having a keen awareness of the surrounding environment.

In conclusion, Max emphasizes the need for continuous learning and professional growth. Pilots should strive for mastery of their aircraft and embrace a proactive safety culture. By adhering to SOPs, reporting hazards, avoiding risky behaviors, and prioritizing rest, pilots can significantly enhance their safety while building the necessary flight time for their careers. The discussion serves as a crucial reminder that safety is paramount, and a professional attitude and diligent preparation are key to a successful and accident-free aviation career.

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342 N990PT Cirrus SR22 Fatal Accident at KBHB, Bar Harbor, Maine

In this episode, Max discusses the recent fatal crash involving of N990PT, a Cirrus SR22, at Bar Harbor Airport in Maine. The aircraft lost control after an IFR approach in low visibility conditions. The episode aims to analyze the incident, highlight crucial decisions, and explore what might have led to the accident, with the hope of educating and preventing future occurrences.

The podcast delves into the pilot’s pre-flight actions, noting several minor mistakes that, while not uncommon, were concerning when viewed collectively. These included incorrect readbacks of ATC instructions and a lack of proper radio communication protocol. Max underscores that even small errors can compound, particularly under stressful conditions.

A significant focus of the episode is on weather conditions and their impact on the flight. The pilot departed from Morristown, New Jersey, to Bar Harbor, Maine, despite widespread low ceilings across Maine, raising questions about the pilot’s decision-making process. Max discusses the challenges of navigating low weather conditions and the importance of having a clear alternative plan in such scenarios.

He also discusses the pilot’s approach choice at Bar Harbor, noting that while both the ILS and RNAV approaches had similar minimums, the ILS approach required the pilot to disengage the autopilot below 900 feet due to a NOTAM for the approach. This added complexity to an already challenging situation, especially with the airport’s approach lighting system out of service, which raised the approach’s visibility minimums.

The episode concludes with an analysis of the flight’s final moments, where data suggests the aircraft may have stalled while attempting a missed approach. Max emphasizes the importance of maintaining situational awareness and making informed decisions, particularly when dealing with poor weather and other adverse conditions.

Throughout the episode, Trescott provides insights into safe flying practices, highlighting the importance of thorough planning, adherence to protocols, and continuous learning from past incidents. He encourages pilots to always prioritize safety over destination and to be prepared for unexpected challenges.

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Mentioned on the Show
Aviation-Safety.net: N990PT Cirrus SR22 Accident, Bar Harbor, ME
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Pre-Accident Investigations by Todd Conklin
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341 N1089W Bonanza Takeoff Crash at KISP, Long Island MacArthur Airport

In this special episode of Aviation News Talk, Max discusses a recent fatal crash involving N1089W, a Beechcraft A36 Bonanza, at MacArthur Airport in Long Island. The aircraft lost power shortly after takeoff, leading the pilot to attempt a 180-degree turn back to the runway, a maneuver often referred to as the “impossible turn.” The plane crashed short of Runway 6, resulting in the deaths of both the pilot and passenger.

The aircraft, with both the pilot and a passenger on board, took off at around 6:15 p.m. local time. Shortly after takeoff, the engine began to sputter and pop, as reported by an airport employee who witnessed the event. The plane reached an altitude of approximately 150 feet before the pilot attempted to turn back to the runway. The aircraft crashed just short of Runway 6, with the wreckage indicating a left wing low and nose-low impact. The left wing and main landing gear were significantly damaged, and the engine was found separated from the aircraft.

Max analyzes the situation, noting the difficulty of executing what is often called the “impossible turn”—a 180-degree turn back to the runway after an engine failure on takeoff. He explains that this maneuver is challenging, especially for faster aircraft like the Bonanza, due to their larger turn radius. The episode includes a discussion of the physics involved, noting that a faster aircraft’s turn radius increases with the square of its speed. This makes it significantly harder for such aircraft to return to the runway compared to slower aircraft.

The podcast emphasizes that the “impossible turn” often involves more than just a simple 180-degree turn. Due to the offset from the runway, pilots typically need to execute additional turns, making the total turn angle around 306 degrees. Max cites an aviation organization video that demonstrates the challenges of this turn with different aircraft types, including a Bonanza, which failed to complete the turn in the demonstration.

Max also explores alternative options that might have been available to the pilot. He suggests that had the pilot used the full length of Runway 24 instead of making an intersection departure from Taxiway Bravo, the aircraft might have had a better chance of reaching a different landing surface, such as Taxiway Whiskey or Runway 6. He speculates that the pilot might have chosen the intersection departure for convenience, as the FBOs are closer to this point than the start of Runway 24. This decision, while saving a few minutes, may have limited the pilot’s options in the emergency.

He also notes that pilots’ instincts often drive them to turn back to the runway, which feels like a safe haven. However, this instinctual reaction can be dangerous, as the necessary maneuvers to return to the runway are complex and fraught with risk. Max advises that pilots should instead prepare for potential emergencies by identifying suitable landing spots straight ahead, which can be reached without attempting the risky turn back.

Max shares a list of ten key points from episode 68 on the “impossible turn,” highlighting the dangers and complexities of the maneuver. He advises against practicing the “impossible turn” at low altitudes and stresses the importance of thorough training and preparation for emergencies.

The episode concludes with Max encouraging pilots to always use the full length of the runway if possible, to increase their options in case of an emergency. Max’s overarching message is one of preparedness, caution, and the importance of continuous training for pilots.

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Mentioned on the Show
Aviation-Safety.net: N1089W Bonanza crash information
Epi sode #68 10 Things to Know about the impossible turn after a Takeoff Engine Failure Emergency

Free Index to the first 282 episodes of Aviation New Talk

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340 Airline Pilot Hiring in 2024 with Career Coach Carl Valeri + GA News

Max talks with career coach Carl Valeri about the current state and future prospects of aviation careers, focusing on various factors impacting the industry, including supply chain issues, market trends, and staffing challenges.

Supply Chain Challenges and Aircraft Availability

Valeri starts by addressing significant supply chain issues affecting major aircraft manufacturers like Boeing and Airbus. Boeing is experiencing quality issues, although they continue to manufacture and store planes, which is an unusual but strategic move. Airbus faces challenges with the new Pratt & Whitney gear turbo fan engines, leading to inspections and groundings of around 500 aircraft globally. This situation strains airlines since grounded planes mean fewer flights and less need for pilots.

Market Trends and Air Travel Dynamics

He observes a shift in the air travel market, noting that premium leisure travel is thriving while lower-cost travel struggles, likely due to economic pressures. Premium services are doing well across various travel sectors, including private and business aviation. The overall number of flights is decreasing, influenced by factors like air traffic control issues, especially along the East Coast of the United States. A shortage of air traffic controllers has led to a reduction in flights in high-traffic areas like New York and Washington, D.C., exacerbating the demand for pilots.

Pilot Shortage and Training Bottlenecks

While there has been a pilot shortage, particularly at the regional level, the situation is evolving. A key issue is the bottleneck in training qualified pilots to become captains, requiring around 1,000 hours of experience in a 121 operation (commercial airlines). Valeri shares his personal experience of delays in upgrading to captain due to insufficient qualifying hours, a scenario mirrored by many pilots today. This situation creates a cycle where a shortage of captains leads to fewer flights, thus reducing the flying hours for first officers, delaying their progression to captains.

Global and Regional Aviation Trends

Valeri notes that airlines with robust international networks, like major U.S. carriers, are faring better due to a surge in international travel demand. However, he also highlights challenges at the regional airline level, including bankruptcies and layoffs. The industry is experiencing a gradual recovery, with airlines slowly catching up on the backlog of pilot training and certification.

Advice for Aspiring Pilots

For those aspiring to enter the industry, Valeri emphasizes the importance of continuously flying and gaining experience, regardless of market conditions. He advises aiming for a minimum of 1,000 hours of pilot-in-command (PIC) turbine time and obtaining the necessary ratings to qualify for regional airlines. He discourages aspiring pilots from waiting for the market to improve, stressing the importance of building hours and experience consistently.

Industry Outlook and Adaptations

Valeri provides insights into the industry’s adaptations, such as airlines rethinking unprofitable routes and shifting to more lucrative markets, like South America and the Caribbean. He also mentions the impact of air traffic control reallocation on flight operations, with some airlines creating new hubs to adapt to these changes.

Crystal Ball and Predicting the Future

In a lighter segment, Valeri humorously describes how he “predicts” the future of aviation, involving industry analysis, listening to CEOs, and, playfully, consulting a literal crystal ball he owns. This anecdote underscores the unpredictability and rapidly changing nature of the aviation industry.

Current Hiring Trends

Finally, Valeri touches on the current hiring trends in the industry. While some airlines have paused hiring, others, like United Airlines, plan to resume soon. He advises job seekers to apply to major carriers like United, Delta, and American Airlines, as well as Southwest, which may ramp up hiring soon. The cargo sector, however, is currently experiencing a slowdown in hiring.

Overall, Valeri provides a comprehensive overview of the aviation industry’s current challenges and opportunities, offering practical advice for those pursuing aviation careers. He emphasizes the importance of perseverance, continuous learning, and adaptability in navigating the industry’s ups and downs.

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339 Skyryse Revolutionizes Helicopter Controls with Single Stick in Robinson R66 + GA News

In this episode, Max visits Skyryse, a Southern California-based startup. Its Skyryse One helicopter, has a revolutionary cockpit configuration that eliminates traditional controls such as the cyclic, collective, and pedals. Instead, it features a single centrally mounted control stick and two touchscreen displays, all powered by a triply redundant fly-by-wire flight control system and the company’s proprietary SkyOS.

The Skyryse One is half the cost of the cheapest IFR-certified helicopters, significantly enhancing safety in the helicopter industry. The aircraft is priced at $1.8 million, higher than the standard Robinson R66 that its based upon, but Skyryse believes the increased safety and capability will justify the premium cost for private pilots and commercial operators.

The company aims to certify the Skyryse One by 2025 and it plans to offer the system in other helicopters and fixed wing aircraft. The podcast includes a detailed discussion and demonstration of the Skyryse simulator, highlighting the intuitive controls and dynamic flight protection features that make flying easier and safer.

Skyryse’s cockpit system, including SkyOS, represents a significant advancement in helicopter technology, comparable to the impact of the glass cockpit in aviation. The new system simplifies helicopter flight to such an extent that it could democratize helicopter piloting, making it safer and more accessible. Skyryse also plans to deploy its system in various aircraft, not just helicopters.

For those interested in experiencing the Skyryse system firsthand, Skyryse will have a simulator at Oshkosh next week. In the podcast, the Max shares his experience in the Skyryse simulator, guided by Warren Curry, Skyryse’s VP of Sales and a former V-22 Osprey pilot.

The host begins the simulation on runway 28 in Camarillo, where the helicopter’s rotors are already turning. Curry explains the primary flight display (PFD), synthetic vision, and various other cockpit elements, including the small engine stack and compass. The simulator features realistic software, closely mirroring what will be used in actual Skyryse One helicopters.

The cockpit has a single control stick that replaces the collective and cyclic controls. This stick allows for intuitive maneuvers, including forward, aft, left, and right movements, as well as pedal turns, which are executed by twisting the stick. Notably, the helicopter lacks traditional pedals, making the cockpit configuration unique and simplifying the piloting process.

Max is impressed by the ease of flying with the Skyryse system. In the simulator, he demonstrates a pedal turn by twisting the control stick to the right, observing a constant rate of turn. Curry highlights how the system manages to stabilize the helicopter even with tailwind fluctuations, reducing the pilot’s workload and enhancing safety.

The Skyryse system includes dynamic flight protection, which acts as a safety belt to prevent out-of-control flight scenarios. For example, the system keeps the helicopter out of vortex ring state by limiting the rate of descent when the collective is bottomed out at zero knots. This protection ensures that the aircraft doesn’t enter dangerous flight profiles, enhancing safety during critical phases of flight.

The simulator also showcases various ways to interact with SkyOS, including inputting specific flight parameters such as speed, altitude, and heading. The system can maintain these parameters without autopilot, managing the helicopter’s flight profile based on air data, weather, and other inputs.

The episode emphasizes the intuitive nature of the Skyryse system, making helicopter flight more accessible and safer. Max notes the reduced task saturation and the ability to focus on other critical aspects of flying, thanks to the system’s automation and intelligent management of flight controls.

Overall, the Skyryse One and its innovative cockpit system represent a significant advancement in helicopter technology, with the potential to transform the industry by making helicopter flight safer, more accessible, and more efficient. The episode provides an in-depth look at the capabilities and benefits of the Skyryse One, highlighting its potential to be a game-changer in aviation.

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Video of the Week: CHP Helicopter Rock Pinnacle Rescue
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338 Flying the Loft Dynamics Full Motion, Virtual Reality, Airbus H125 Helicopter Simulator + GA News

In this episode, Max explores Loft Dynamics, a Swiss company transforming helicopter training with cutting-edge virtual reality (VR) simulators. The episode provides an in-depth look at the company, its technology, and the potential impact on the industry. Max visited Loft Dynamics’ demo center in Santa Monica, California, and flew their Airbus H125 training device, the only VR simulator approved by the EASA.

Loft Dynamics’ VR simulators, including the H125, H145, and Robinson R22, offer a cost-effective alternative to traditional full-motion simulators. Traditional simulators are expensive, ranging from $6 to $20 million, and require substantial space due to their large hydraulic systems. By contrast, Loft Dynamics’ simulators cost around $1 million, depending on options, and are much more compact. These simulators feature an open design where the pilot sits on a seat moved by electric motors, significantly reducing the required space.

Loft Dynamic’s Tedd Rossi, hosted the visit and provided insights into the technology behind the simulators. Loft Dynamics currently ships their simulators with Varjo VR headsets, but will update systems as newer headsets become available. The simulators use the Valve Index Base Station system, which tracks the VR headset’s position and orientation with lasers, and 16 cameras to track the pilot’s body and arm movements. The graphics are powered by Lenovo servers running IPACS software. Aircraft data certified by Airbus ensure accuracy within 1% of the actual helicopter performance.

The episode includes a detailed walkthrough of the simulator’s instructor console and controls. Rossi explains the various functions, including aircraft settings, weight and balance adjustments, environmental controls, and malfunction simulations. The instructor can control the simulator’s environment, such as weather conditions and visibility settings, to create realistic training scenarios. The console also tracks the pilot’s eye movements and body positioning, providing valuable feedback for training purposes.

One notable feature of the Loft Dynamics simulator is its ability to integrate external sling load operations, making it the first qualified VR helicopter external sling load (HESLO) simulator on the market. This capability was recently certified by EASA, demonstrating the high level of realism and training value offered by Loft Dynamics’ technology.

The episode captures the hands-on experience of flying the simulator. Initially, Rossi demonstrates the simulator while the host operates the instructor console, then they swap roles. Max’s summary describes the immersive experience of flying the VR simulator, and he emphasizes the potential industry impact of Loft Dynamics’ VR simulators. Traditional simulators are not only expensive but also require significant space and infrastructure. Loft Dynamics’ lower cost, more compact solutions make high-quality training more accessible to smaller operators and training centers. Additionally, the realistic and immersive nature of the VR simulations can provide more effective training, particularly for complex operations like HESLO.

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Loft Dynamics
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337 Yeti Airlines flight 691 crash – Human Factors for General Aviation Pilots

Max discusses the critical role of human factors in aviation safety, prompted by the tragic crash of Yeti Airlines flight 691 in Nepal in 2023. He emphasizes that pilot error is a significant contributor to aviation accidents, accounting for about 80% of them, underscoring the importance of understanding and mitigating human factors to enhance flight safety. He highlights the significance of human factors, which can affect any general aviation aircraft.

The episode centers on the crash of Yeti Airlines flight 691, an ATR 72, which crashed during a visual approach to Runway 12 at Pokhara International Airport. The flight crew had already completed two legs between Kathmandu and Pokhara earlier in the day. The accident occurred in VMC, with the flight crew initially cleared to land on Runway 30, but later requesting a change to Runway 12 without providing a reason.

During the approach, the Pilot Flying (PF) disengaged the autopilot and called for flaps to be set to 30 degrees. However, the Flight Data Recorder (FDR) did not record any flap movement. Instead, both propellers entered a feathered condition, resulting in a loss of thrust. The cockpit voice recorder (CVR) captured the crew performing the before-landing checklist without noticing the incorrect flap position. Despite increasing the power lever angle, both engines remained at flight idle, contributing to the loss of thrust.

As the aircraft descended, the crew struggled to manage the situation. The PF handed control to the Pilot Monitoring (PM), who also noticed the lack of engine power. The aircraft entered a left bank, and the stick shaker activated, warning of an impending stall. Despite attempts to regain control, the aircraft crashed, killing all 68 passengers and four crew members.

The investigation into the crash revealed several human factors contributing to the accident. The use of noise-canceling headsets by the PF may have reduced his ability to detect auditory cues indicating engine issues. Additionally, the high workload and distractions from operating into a new airport contributed to ineffective Crew Resource Management (CRM) and checklist adherence. The new Pokhara airport’s challenging approach, with a tight circuit and no published instrument procedures, further increased the crew’s workload.

Trescott delves into the SHELL model used to analyze human factors in the accident. The SHELL model examines the interaction between Software, Hardware, Environment, and Liveware (people). The analysis highlighted that the crew’s high workload and distractions, coupled with the challenging visual approach, led to critical errors. The proximity of the propeller condition levers and flap handle on the ATR 72’s center pedestal also contributed to the inadvertent feathering of both propellers.

In discussing workload, Max emphasizes its impact on pilot performance. High workload can lead to increased errors, task degradation, and poor performance. He explains that workload is influenced by task difficulty, the number of tasks in parallel or series, and the time available to complete tasks. Pilots can mitigate high workload by starting descent and approach planning earlier, slowing down the aircraft, and increasing flight path length. These strategies provide more time to complete tasks methodically, reducing the risk of errors.

Trescott also highlights the effects of high workload, such as attentional narrowing and task shedding. Under high workload, pilots may focus excessively on one task, neglecting others, leading to errors and decreased situational awareness. He shares an anecdote about a glider pilot who, under high workload and anxiety, fixated on the landing area and neglected airspeed monitoring, resulting in a stall and crash. This story parallels the Yeti Airlines crash, where high workload and distractions led to the crew’s inability to manage the aircraft properly.

The episode continues by discussing how high workloads can affect decision-making processes. High workload can lead to rapid decisions made without considering all factors, options, or complexities. When pilots are under high workload, they might simplify decision criteria to reduce their workload quickly. This can increase the chance of errors as tasks might be performed hastily and without thorough consideration. High workloads can also lead to autonomous routines or checks being underprioritized, which may cause critical steps to be overlooked.

Task engagement and concentration on a single task are benefits of high workload, but they also pose risks. The captain on the Yeti flight, despite his experience, may have allowed some tasks to become too routine, not giving them the attention they required. Processes that require executive control—such as concentrating, calculating, or performing unfamiliar tasks—can add significantly to workload. When these tasks are combined with existing ones, especially under time constraints, the risk of excessive workload increases.

Trescott explains that task difficulty is often the most challenging workload driver to reduce. However, pilots can manage time limitations by allowing more time for tasks, which helps to avoid workload buildup. Effective CRM practices, such as delegating tasks to colleagues, can also help manage workload. Emergency situations are particularly challenging, but creating time and managing tasks between crew members can help.

Recognizing high workload is critical, but individuals might not always realize it in the moment. Changes in time perception and task absorption can make high workloads less obvious. Therefore, relying on individuals to recognize and manage their workload is unreliable unless they have specific training. Recognizing changes in situations before workload increases and noticing high workload in others are more effective triggers for managing workload.

High workloads can lead to decreased situational awareness, reduced attention span, slower reaction times, increased errors, auditory exclusion, tunnel vision, physical stress responses, impaired decision-making, communication breakdown, and task shedding. Understanding these responses is crucial for developing strategies to mitigate risks associated with high workload.

The episode concludes with a reflection on the experience of the pilots on Yeti Airlines flight 691. The crew was experienced, but the new airport’s challenges and distractions contributed to errors. The check captain’s familiarity with the controls and potential overconfidence might have led to complacency. Trescott warns that overconfidence and complacency are key factors that can erode safety benefits from experience.

Trescott emphasizes the importance of strategies to catch and correct mistakes, highlighting that all pilots are human and fallible, and proactive measures are essential for safety.

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Mentioned on the Show
Yeti Airlines flight 691 Final Report
Flight-crew human factors handbook
Episode #283 Wings to Rotors: How to add a helicopter rating

Free Index to the first 282 episodes of Aviation New Talk

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