True Confessions of a
Private Helicopter Check Ride
This Page was created
Oct. 10th, 2ooo
This Page was created
Oct. 10th, 2ooo
Ever since I can remember, I have been fascinated with helo's. One of the first memories I have as a child, was watching "Whirley Birds" and "SkyKing" sponsored by "Nabisco"!
I graduated from high school during the Vietnam war, (1971), and almost joined the Army to learn how to fly helicopters. My Dad talked me out of it because he was an Air Force fixed-wing pilot whom thought flying helo's in the Army was very risky. The statistics proved that to be true, so I reluctantly changed my mind.
Over the years, I had become a fixed-wing type with Flight Instructor and ATP ratings, flying corporate jets and instructing airline pilots for a major U.S. carrier. That "helicopter itch" never went away, so I finally decided to scratch that "itch" and get an "add-on" helicopter rating.
The FAA only requires 30 hours. I took my first lesson in February, 2000 and was instantly hooked. It was in a Robison R-22 Beta. Learning to fly was challenging, but I had previous experience with flying R.C. helicopters, which I think helped me to learn fairly quick.
In forward flight I felt right at home except for practicing "Auto rotations". But soon with lots of practice, they became fun as I learned how to do them. I had a little over 30 hours and it was time for the check ride.
I took 3 days off from work prior to the check ride to study for the oral and flew each day. I felt well prepared for taking the oral and flight test. However, the night before the check ride, I was up all night long due to a stomach virus and got only about 2 hours of sleep. I was about to call my Instructor and cancel the check-ride, when I thought that I should drive out to the airport and see if I might start feeling better. After arriving at the airport, I did not feel good enough to fly but felt good enough to take the oral. I told my Instructor and Examiner of my dilemma, and they agreed to let me take the oral. I was paired-up with another applicant to take the oral, and he too was a fixed-winger.
The Examiner alternated asking each of us questions, with no help from
each other. I was so de-hydrated from the virus that I had to constantly
drink water during the oral. We both did fine
on the oral; the examiner was great and increased our understanding
of rotor aero-dynamics. At the end of the oral I was starting to feel better,
but not good enough to take the flight test, so I decided to let the other
guy fly first, then see if I would continue to feel better.
I drank a full quart bottle of "Gator Aid", along with a power bar and started to feel good enough to take the flight test. I told everyone I was ready to fly. The Examiner weighed about 250 lbs. and I weighed about 190 lbs.. I had not previously flown the R-22 this heavy, my Instructor only weighs about 165lbs.. With a reduced fuel load, the R-22 was with-in about 2 lbs. of being over gross take-off weight. On top of this, the outside air temperature was 97 degrees F; which gave us a density altitude of about 3,000 feet.
I pre-flighted the "robby" using the checklist, while the Examiner observer and ask some questions. We strapped in and I gave him the passenger briefing, then he gave me his briefing about how the flight test would be conducted. I fired up the little robby and ran all checklists.
Using the power-chart, I calculated that we would need to use 25 inches of manifold pressure to hover. That also happens to be about the "red-line" limit. The Examiner reminded me not to exceed this limit or I might "bust" the flight test.
The winds were off the nose so I figured this would help to lift the helo into the air. I carefully lifted off monitoring the manifold pressure while trying to anticipate a lateral drifting tendency towards the Examiner's side. Once I was established in a 4 foot hover, I noticed that we were just below the red-line limit for manifold pressure. I proceeded toward the runway past by a small hill, which blocked the wind. The R-22 began to settle and I pulled the collective up to the red-line limit. The Robby continued to settle so I applied a little forward cyclic which stopped the settling. As we continued past the hill, I was able to slightly reduce the power. I told the Examiner that I was not comfortable with the performance and that we should consider to discontinue the flight. He said it was my decision, but thought I was doing fine. He also said that since we were now in a open part of the airport and that the wind would help out and we would be burning off fuel and reducing our weight. I decided to continue and we took off without a hitch. The rate of climb was O.K. and I felt much better.
I was able to confidently complete all of the maneuvers, until it became
time for the straight-in auto. I entered the auto by lowering the collective
and rolling off the throttle. I raised the collective to about where I
normally do to keep the rotor r.p.m in the "green" band. Because of the
high weight and density altitude, the r.p.m. kept wanting to increase.
I pulled more collective and momentarily got into the "yellow" band. I
thought "oh no, I just blew it "! I completed the
flare, pull and level part O.K.. The Instructor said " let's
go back up and let me show one". I said O.K.; you've got the helicopter
and he acknowledged. He said most new pilots make a big deal about auto's
and that they are really easy. He entered it just as I did and then he
too, let the rotor r.p.m. get into the yellow band. I thought "YES", he
also had the same problem and that I just might be able to pass the
flight test anyway.
We finished up the rest of the flight and the Examiner said it was a pass. A great load had just been lifted and I was glad it was over. I had taken many check-rides, but this was one of the most fatiguing. Back at the hangar I was congratulated by my helo buddies and Instructor. As I drove home at the end of the day, I thought back and critiqued myself about the check ride. I probably should not have flown today. There were several times I almost pulled out due do "am I safe" or marginal performance. I think the lack of sleep clouded my better judgment. I was glad I had passed the check-ride, but disappointed in my decision making. I did not practice what I preach to my fixed-wing students. I let myself get "sucked in" and I know better. I am giving this "True Confession" and hope it will help prevent someone else form doing the same.
