How Fast Can You Fly Backward? Or Why Helicopter Pilots are
Superior
This has been a serious debate for quite some time with battle
lines well drawn and the debate field hot, furious, and emotional.
Obviously, the heat of the debate and the surety of the
participants are directly proportional to the amount of liquid
intelligence that has been consumed. Nevertheless, this humble
observer will present the evidence that clearly proves helicopter
pilots are, as a matter of fact, the most superior pilots in the
aviation community.
First, let's talk about the numbers. Airplanes have a lot of
numbers, V1, V2, VTOSS, MMO, the figures many civilian helicopter
operations emulate. However, while helicopter pilots try to operate
"by the numbers", the operating environment often precludes such a
luxury. The 757 pilot is, "going to come over the fence at
Vref+15k" or some other such number like that. Meanwhile, the
helicopter lands on a rig, perhaps with a 30 knot head wind, a 15
knot crosswind, or maybe he has to land in a remote area with no
wind... and he will LAND AT 0 KNOTS GROUNDSPEED! If you know
anything about aerodynamics, I shouldn't have to say anything else
- the safety of the numbers does not always grace the helicopter
pilot therefore, they need special skill to compensate when the
numbers are not even applicable. The rotorhead may be landing at 40
knots IAS or 0 knots... airplane safety margins are all off!
Not convinced, let's talk operating environment. It would be nice
to be able to land on a flat piece of paved real estate that was
200 feet wide and 8000 feet long, for every landing; but for
helicopter pilots, that's the exception rather than the rule (We
are even told to "avoid the flow" of the starch wingers lest we
upset their "numbers.")
Helicopter pilots are called to land on small offshore platforms,
smaller shipboard platforms (that can be bobbing and weaving like
Mike Tyson), rooftops, forests, jungles, and next to highways at
night to pick up the injured. This is a VFR (Visual Flight Rules)
operation that would make most airplane pilots cringe. This goes
beyond those fixed wingers who call themselves "bush pilots."
Helicopter pilots are the true Bush Pilots - they land and takeoff
in the midst of the bushes!
To this, the helicopter pilot adds all the stuff the corporate or
121 operator does. They operate in dense airspace, fly instrument
approaches, operate at busy airports, and fly in severe weather -
often without the help of a four-axis autopilot with "autotrim."
(In fact, the only autopilot may be control friction... and any
objective dual-rated pilots will confess the helicopter is quite a
bit more difficult to fly on the gauges!)
At this point I have to interject for the prima Donna part 91
operators in their Citation X's, Gulfstreams, and Falcon 50's. Yes
Veronica, there are a lot of helicopters with color radar, multiple
MFDs, EFIS, digital fuel controls, 4 axis autopilots, and all the
other goodies, so don't go there! We can operate your fancy
equipment as well!
I'm not done - what about workload? The helicopter pilot is
normally the "company man" on the job. Therefore, they must not
only be able to fly the aircraft, they have to be the local PR man
with the customer, often solving the customer's problems so the
aircraft is used the most efficiently. The helicopter pilot might
have to arrange for his own fuel and even refuel his own aircraft.
He checks the landing sites, trains people how to work around
helicopters without getting injured, and makes sure the aircraft
does not disturb Grandma Bessie's chickens!
But wait, like the Ginsu knife, "there's more!" The rotor-head does
it all. He does all the pre-flight planning, submits the flight
plan, prepares all the paperwork including the weight and balance,
loads and briefs the passengers, loads cargo, and after landing
takes care of the unloading and finally arranges for their own
transportation and room. This is often interspersed by telephone
calls to some company weenie that changes plans and expectations
every hour.
Finally, the all important question, "What about control touch?" I
want to shut up all the hotshot fighter pilots. I've been in their
aircraft and they have been in mine... I could fly theirs but they
were all over the sky in mine! So then, Mr Starch Winger; when you
see a Hughes 500 or Bell 206 pilot hold one skid on a 5000' knife
edge ridge that is only two feet wide so passengers can step out
onto the ridge, while the other skid is suspended in space... when
you watch a Skycrane, Vertol, S61, 212, or 214B pilot place a hook,
that's on a cable 200 feet below the aircraft, in the hand of a
ground crewman... when you see a Lama, AStar, or Bell 206L land in
a space in the trees that's scarcely bigger than the helicopter...
and if you ever watch a BK 117, 105, or A109 pilot land in a vacant
lot next to a busy freeway surrounded by power lines -at night...
Well then, you'll have some idea who is the master manipulator of
aviation equipment.
The bottom line is; if all you want is to get into the air, find a
Cessna, Beech, F-16, or 757. However, if you want to truly fly, to
be an artisan in aviation and develop a bird-like control touch;
then, you want to be a helicopter pilot. After all, a rock would
probably fly if you made it go 180 knots. The real question for our
fixed wing brethren should be, "How fast can you fly
backward?"
