Commercial Pilot CFIT Controlled Flight Into Terrain Helicopter Online Ground School

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Commercial Helicopter Pilot CFIT Controlled Flight Into Terrain. CFIT, controlled flight into terrain. I want you to really think about this at the Commercial Helicopter Pilot level is where you’re going to be getting yourself more into these situations. Hopefully you’re not getting to them at the private helicopter level, and hopefully you don’t get into them at the Commercial Helicopter Pilot level, but most likely you are. You’re going to be in different circumstances now, flying for a living, flying for hire. I’m telling you that companies still want to make money. No matter how much they tell you they want to be safe, they still want to make money. You’re still going to have these pressures as a Commercial Helicopter Pilot, that you put on yourself, that come from the company you work for, comes from the photographer that’s in the aircraft that’s with you that wants that special down win shot when you tell him you can’t stop and come to a hover there, and he’s going, “Oh, come on.” Trust me, been there, done that.Understand CFIT, controlled flight into terrain. It happens. Helicopter Commercial Pilot If you don’t know, you should know that EMS pilot is one of the most dangerous jobs in the country. I flew EMS for five years so I have my firsthand experience with it. If you do any research at all, you will find out that it is helicopter pilots, a lot of times crashing without the crew even onboard, whether it’s a maintenance flight or whether they left the crew at the hospital and they’re going back to their base. Why do pilots do these dumb things? It happens. I want to give you a story about when I was brand new to the EMS. I’ve been flying for five, six seven years at that point when I got into EMS Commercial Helicopter Pilot. I went to the basic training and of course there are warnings about CFIT and talking about it, and we all understood the problems with it. I get out working as a new EMS pilot. Within the first probably few months, I’m getting oriented and getting comfortable and at a certain point they let you start flying at night for a while, they keep you on days. They put me on nights, and I get a call to go let’s say 45-miles away from my home base. We fly down to the location, pickup the patient, getting ready to leave, and my number 2 engine wouldn’t start. We called the flight off, patient goes by ground. They picked him up at an ambulance. About that time, a storm comes through. The storm passes, mechanic comes down, figures out what my problem is with the engine number 2 start. It was just the switch or something, very simple, fix. Then I did a decision about making it back home. Now that the storm had gone through, usually after thunderstorm goes through, a lot of times they leave low hanging stuff, clouds that just linger. I’m trying to make a decision about whether I want to fly back or not. Of course the mechanic’s there and he’s like, “Hey, man. If you want to leave the aircraft, you’re going to ride back with me back to our home base.” That’s what I should’ve done, but young, brave, “Oh, I’m all ready to go here, I can do this.” I’m checking the weather and they’re telling us at the time, the weather [inaudible 00:03:03] we’re seeing like 3-miles in a thousand feet. 3-miles in a thousand feet would have been fine if that’s what it really would have been, but between where I was at and getting back home, there was not much ground reference sliding and there’s not many weather reporting stations, and I can tell you, it was a lot less than a thousand feet, and it was a lot less than 3-miles. I’m bee bopping along through the middle of nowhere, almost no ground reference sliding and I start lowering my altitude, and I’m getting lower. I got down to probably, I don’t even know for sure, it’s been a long time ago. I got down to 2 or 300-feet. You got towers, you got ] obstacles, there’s all kinds of reasons why this is really, really a bad situation. I’m getting nervous and I’m thinking, “Just land. Get on the ground. I’m going to be one of those statistics.” For whatever reason, I kept going, and the weather got a little bit better, but then I think I had some iffy points along the way. I should have hands down, landed the stupid aircraft, even though it was 2:00 in the morning in the middle of nowhere, I should have found a place to land and put it on the ground. That’s why we do these dumb things sometimes because you want to get home. You don’t want to be stranded out in the middle of nowhere. Commercial Helicopter Pilot CFIT Controlled Flight Into Terrain

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