Пікірлер

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  @chrisbusechian4537Күн бұрын

  Excelente,

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  @crazyralph63864 ай бұрын

  Pretty much standard for all helicopters- Land ASAP……unless you’re that joker in FLA who crashed a H-135 on fire, while asking ATC for a runway 5 miles away 😂

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  @XLV750RD019 ай бұрын

  You got the procedure all wrong. Try running it down on a wet piece of land, you will roll it over.

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  @DaleDirt Жыл бұрын

  Mahalo , Aloha , We just got a B3e H125

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  @helicopterovirtual-msfs6254 Жыл бұрын

  Fantastic.

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  @peacefulsky1810 Жыл бұрын

  Anyone else here from the IAMED course?

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  @heavinhellandearth53092 жыл бұрын

  Apostlic God and the devil and Jesus Christ name amen

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  @helicopterovirtual-msfs62542 жыл бұрын

  Perfeito 👏

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  @maxxawesome74122 жыл бұрын

  These are great videos! Do you have others not posted on here for the other Emergency Procedures?

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  @daveblevins33222 жыл бұрын

  Just keep your head in the game and go methodically slow. If it doesn't work out the first time, no biggie. Line it up again. Do it however you want. Try a bunch of different things when you're training with a good check airman. 🚁🚁🚁

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  @capt.imanuddinyunusshmh.65492 жыл бұрын

  Very nice control.... Thanks

• 
  @erichtirta75693 жыл бұрын

  Nice video, can you upload ffs simulated for as365 with tailrotor failure and if able please explain how to recognise what kind of tailrotor problem (tail rotor loss / stuck) please, thank you..

• 
  @BadenAirTraffic3 жыл бұрын

  upgrade to the 5 bladed version - looks like : kzread.info/dash/bejne/oYGYtZiyZbvRYco.html

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  @indyjons3213 жыл бұрын

  Ballistic floors? Thats new....

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  @bigjake53874 жыл бұрын

  That pilot Denver is my grandfather, he flew hueys, pave hawks and air evac.

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  @axelram55104 жыл бұрын

  WB Bluetooth? I mean why not cancel the entire cord all together.

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  @danielsmith3374 жыл бұрын

  This is what killed Kobe

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  @Julioc_dias4 жыл бұрын

  Please, post more videos like that. With all the emergency procedures!! Many thanks from Brazil. Fly safe.

• 
  @metalbornmetalbred5 жыл бұрын

  Looks like Memphis, TN.

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  @seanlovejoy32895 жыл бұрын

  metalbornmetalbred it is.

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  @perryrush6563 Жыл бұрын

  Correct

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  @judehulbert95765 жыл бұрын

  Very Nice! Great work guys!

• 
  @geversonsilva82855 жыл бұрын

  Fantastic

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  @christopherchambers93145 жыл бұрын

  Should've gotten the 5 bladed version

• 
  @VishalRaoOnYouTube4 жыл бұрын

  It's available as a retrofit.

• 
  @kenbrand89724 жыл бұрын

  Christopher Chambers it’s not available in the states until early’21’. It hasn’t even been faa approved yet. Just in Europe

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  @amitsunkur81275 жыл бұрын

  Alouette 3 shud b reproduced with a larger cabin and wiz twin engine of the same artouse 3b n fitted wiz gps n maps satelite

• 
  @herobo1234565 жыл бұрын

  What do you do with this particular failure if that happens in the hover? Say 300agl

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  @corycoyle67255 жыл бұрын

  Pretty much doomed. If you are lightning quick to notice, you can chop power and enter an auto, but you are more than likely in the H/V curve and wont have enough rotor inertia to cushion the impact.

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  @herobo1234565 жыл бұрын

  @@corycoyle6725 thanks for reply kzread.info/dash/bejne/faqfmNSsnKaqcaw.html

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  @herobo1234565 жыл бұрын

  @@corycoyle6725 Is it not better to go down with power spinning? ROD of say 1500 FPM maybe then they would be a survival rate? not to do an auto rotation

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  @corycoyle67255 жыл бұрын

  @@herobo123456 If you would like, I could create this scenario in my simulator, and post a video of both issues.

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  @cutliss3 жыл бұрын

  @@corycoyle6725 please do

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  @sharhanalhassan73525 жыл бұрын

  I'm just here after watching Leicester's chairman's thai billionaire death.

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  @truckerray75336 жыл бұрын

  What an awesome safety video. Thankyou Airbus Helicopters for sharing. I am glad that Mr. Denver Fletchet, his crew, his Astar, & the patient is safe & well today

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  @markmoran55136 жыл бұрын

  I worked with Denver when he was CO of the Air Force Rescue Coordination Center. He was one of the best leaders I ever saw and this video shows he's still a leader. I have a command coin he slapped in my hand 20 years ago emblazoned with the words "That Others May Live." He clearly has made that slogan his life's work. Wonderful seeing him again and I hope he's enjoying a well-earned retirement. Thanks for sharing Colonel, and thank you for a lifetime of service!

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  @bigjake53872 ай бұрын

  It’s nice to know that my grandfather impacted people like you sir. I’ve heard many stories from his military career and many stories from those around him of the kind of man he was.

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  @p.q12677 жыл бұрын

  It seems very interesting. Nice video. Thanks Airbus :)

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  @bertrandraetz15057 жыл бұрын

  Monsieur Pletcher, Have a great retirement, enjoy your family and friends. When such an integrity meet bad, shared expériences, it does serve the whole aviation community. Merci. Bertrand, SAR pilot, Switzerland.

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  @irajgreenberg7 жыл бұрын

  Congratulations again Dave!

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  @lordX398 жыл бұрын

  JR Ewing lookin ass

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  @tromblee759 жыл бұрын

  I think it is important to point out the chain of events that lead to this incident. He took off after he stated the weather was bad, His dispatch asked him to try another LZ after he aborted. And when he aborted the 2nd time he got suckered into landing again because the Ambulance arrived. The biggest mistake that he made after going IIMC is that he tried to fly VMC. He made control inputs referencing what he thought was a light on the ground. This is the worse thing a pilot could do, we should never try to regain visual with the ground, once you go IIMC you should be committed and all of you concentration should be flying the aircraft. He sure did a remarkable job of recovering from the gyrations. I don't think too many pilots could have regained control after all the unusual attitudes this guy encountered... Great Job, thank you so much for sharing.

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  @anonymousphotographer989 жыл бұрын

  An FAA safety newsletter linked me here. Good video. It helped reinforce my confidence about declining flights when weather is "if-fy", or when I make the decision to divert or turn back because of marginal weather.

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  @edgardoguzman28589 жыл бұрын

  Great video. I went IIMC in Eastern Afghanistan on a Chinook at 10000 ft MSL and it was a very significant life changing event. Thank God we all lived to tell the story. IIMC can happen in the blink of an eye. Kudos to Denver.

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  @mch41949 жыл бұрын

  Great video! Very interesting and glad pilot alive to tell about it and learn from it.

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  @danielpensyl5389 жыл бұрын

  There I Was, Been There Done That. I have recently retired with nearly 20,000hrs of helicopter flight time. I believe that pilots that fly for long periods of time will find themselves in similar situations. I, like Cpt Pletcher, have found myself in this situation several times. I won't go into them as this example is clear enough. I have spent many hours thinking about what has happened and what should I have done. So this I say to you, young pilot, As he mentioned he knew that it was clear to the west. 1. No before take-off check. Always do before take-off check 2. On Take-Off. Commit to an ITO 3. Climb straight out to a selected altitude. Then turn to the clear air. I could go on forever. And would like to if anything I say would save a life. But it would take volumes to cover all the mistakes I have made, and survived. One thing I would add, though, is to never trust an attitude indicator. Use it only as a secondary indicator. Set your heading bug and use that as your primary roll indicator using your attitude indicator as secondary. During VFR conditions practice by covering you ASI. Fully and partially.

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  @lolitafernandes61189 жыл бұрын

  Thanks for sharing!

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  @dpeagles9 жыл бұрын

  I agree with the cockpit monitoring. You can't fix what you don't understand. But risk assessments are currently a complete waste of time.

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  @dpeagles9 жыл бұрын

  I know it is easy to second guess, but if the outcome of a flight is ever in doubt just turn it down. Why waste the first responders time by "trying it". Just turn it down from the get go. Learned this from experience. Glad they made it. Especially being in the AS350 IMC.

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  @anastaciav9 жыл бұрын

  Thank you Airbus & Denver for this courageous and life-saving video.

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  @wendellawerner21899 жыл бұрын

  Very poor sound quality.

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  @sarahvance79919 жыл бұрын

  Denver's story is oh so reinforcing. It reminds me that no matter how much experience you have, you can't change biological limitations. Mental tracking is a time-linear process. If you get off the track as you enter IMC, you may not get it back. Had it not been for muscle-memory "push, power, rudder, roll, climb", I would have pulled the wings off of my airplane trying to get back on the mental track in IMC. Thanks for sharing Denver!

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  @grtbluyonder889 жыл бұрын

  Interesting on many levels. Not really discussed was the old saw "trust your instruments". It's not clear whether the attitude indicator was wrong or he just thought it was. Also ignoring the altimeter seems to be another failure, one that if not ignored would likely have shown that the light was not a lamp post. Aside from the IMC issues and the desire to help the patient, the old and deadly 'ignore your instruments' could have been the last and fatal blow in this incident. In recent years pilot decision making has been emphasized in flight training. It clearly is just as important as the skills portion. Great of this guy to share.

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  @mtnairpilot9 жыл бұрын

  Excellent video. A good contribution to aviation safety. Surprising that an EMS heli, even one that apparently was certified only for VFR, didn't have a standby attitude indicator. I know it's not required by reg, but still. As to HEMS in general, there may just be too much irreducible pressure on pilots to take missions to justify the financial costs and crew lives lost compared to the incremental lives saved. On the ground, many EMS services have stopped running hot (lights & sirens) for the same reason: the time saved doesn't change patient outcomes enough to justify the injuries and deaths from traffic accidents.

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  @tomcounts27949 жыл бұрын

  Very good video. I appreciate this pilot being open with his perceptions concerning the flight. I also agree that some improvements are needed with risk assessment. Very glad Mr. Pletcher was willing to share his experience. I wish him the best in his retirement!

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  @bigjake53874 жыл бұрын

  That’s my grandfather. He’s gone through heart surgery and would do anything to fly again.

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  @MikeKobb9 жыл бұрын

  Kudos to Denver Pletcher both for the successful outcome of his flight, and also for his willingness to share this incident so that others can learn from it. I hope he's still flying for fun and recreation, where he could limit his flying to whatever conditions he chooses...

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  @notsoancientpelican3 жыл бұрын

  Here we have a BIG misconception that is THE BIGGEST CAUSE of these “accidents.” Listen: In professional flying it’s ALL ABOUT “limit(ing)...flying to the conditions (you) choose.” Really. In other words, we are *paying you* to judge conditions and when THEY AREN’T RIGHT, to NOT GO FLYING. Civilian flying is not a *military mission,* you DON’T HAVE TO GO. TURN IT DOWN.

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  @MikeKobb3 жыл бұрын

  Fair point, and I agree with it. But I think, as the video points out, there are a lot of pressures on pilots in particular fields, like these medical flights, and that makes it very difficult to do neutral, analytical decision-making. Having something like the risk-assessment tools that they discussed here can help make that decision in a more structured fashion. And it’s probably not a bad idea for the really high-pressure situations like medical flights to have a dispatch group making the call. So, regarding my comment about Denver, I would amend it: “I hope he’s still flying for fun and recreation, where he wouldn’t feel the same pressures as he did when flying medical patients.” With that said, it’s also important to note that plenty of pilots flying for their own personal or business purposes have come to grief by making decisions either under pressure from others (who perhaps don’t understand the risks), or under self-imposed pressures (“I have to get home for my kid’s soccer game,” or “I have to get to this customer meeting.”) So all pilots can learn lessons from this flight. Pressure can be there, and having a framework to help make go/no-go decisions dispassionately (a risk-assessment tool, or perhaps a trusted person to discuss a flight with) is a good strategy.