Things are pretty much the same, but on a much smaller scale. We had one BH-206B JetRanger helicopter assigned to Long Beach along with one other pilot that was doing flight training in the Robinson R-22. I had done a lot of flight test for pilots in the R-22, but that was about the extent of my R-22 flight experience. We still had some connections with the (DOJ) California Department of Justice. On one particular flight, I picked up an agent Dave Fuentes and we were going to do a drug surveillance flight in the Los Angeles area. You never know quite how these things will turn out. Supposedly, the person we are following is going to transport drugs somewhere in Santa Monica, CA and then sell them to a dealer in Buena Park, CA. The information provided by informants can sometimes be highly inaccurate. As a rule we would remain at altitudes of two to three thousand feet. In addition to the helicopter, their would be several unmarked cars that would follow along, and switching off from time to time. Now you would think in the mid 80's, that they would have some pretty high tech gear to communicate with. Not the case, hand held two way radios without the option of a headset and very poor transmitting capabilities. It was often hard to hear, many times messages had to be repeated with the agents yelling at the top of their voices. Meanwhile, I'm listening to what I can, but still I need to stay in contact with different agencies while flying in controlled airpace. So this should be a fairly simple flight. This flight should have taken place, all within a 50 mile radius. As I said, you never know, and it did not happen this way.
We had headed south towards Orange county, but then later, the car we were following, took the on ramp at the 91 freeway and headed east towards Riverside, CA. I could see now we were going to be short on fuel, so I elected to land at the Riverside airport and then join up with the chase later. Once we got airborne, the ground units put us back over the car we were following. Then we took a turn south and headed towards the Salton Sea. By now it is well after sunset and we are just following a set of red taillights.
If your took you eyes off of them for a second, you would lose the car in the traffic. So many times we would have to coordinate with the ground troops to point out the car we were following. The agent would blink the headlights on his car several times and then relay a message, it's the car three or four in front of us. With this kind of flying conditions, your eyes would get very tired and you are staring into the darkness for long periods of time.
It now appears that we are involved in something else, and our information from the informant, was not exactly correct. Still we continued our flight until we were nearing the United States/Mexican border. As we approached Brawley, CA, the car we were following suddenly took a turn and proceeded out into the desert away from the town. I think now the bad guys either suspect they are being followed, or they are trying to make one last effort to be sure they were not being followed. The ground crews elected to stop in Brawley, and let us continue the surveillance. I don't think they were ever aware the helicopter was overhead. I was then asked to drop down to a lower altitude and turn off our navigation lights. It's now completely dark on the desert and it's becoming more and more difficult to see the car on the ground. Then for some unknown reason, the car we were following, turned off their lights. Now it's impossible to see anything. We elected to increase our distance away from where we last saw them and wait it out. Sure enough, we saw the car again with it's lights on, and proceeding on to Calexico, CA where they met another car that had just crossed the border at Mexicali, Mexico. Several hours passed while they were doing their deal , then our ground crews from the California Department of Justice and the DEA, moved in and made the bust. Several arrest were made and a ton of illegal drugs were recovered along with several million dollars in cash. I don't think any of the bills were larger than a twenty, so you can imagine how this must have looked, all stacked on the table.
Dave turned to me and said, "we can head back to Los Angeles now". I turned and said to him, "I think the government can afford to buy us a nice steak dinner" We then decided to spend the night at a hotel in El Centro, CA. I was very tired and did not feel like flying another couple hours without some much needed sleep. This job just never got boring. . . . . . .
Wednesday, January 12, 2011
Tuesday, January 11, 2011
Moving On
Leaving Jetcopters by my own choice was not an easy one. I think most working people can tell when it's time to "move on", when things don't look too good down the road. This was a great company that had great ownership, but like all growing companies, their will always be a few hiccups along the way. The McKerrnan family were great people and in the short time they had been in business, they created what many considered at the time, the best and biggest helicopter operation in the western part of the United States. Again, I give credit to Jim Deeth, who gave up a career of many many years of service with the California Highway Patrol. His ideas and vision, along with the McKerrnan's resources, made this all happen. Anybody who flew helicopters, including myself, wanted to be a part of this company. In the two years I worked for them, I can say this was one of the best jobs I have had.
My decision to go back on board with Helitac was an easy one. I had worked for Mike Dresman before and I knew I would like being a part of that operation again. I also knew that I did not plan for a long time stay with them. When I came back, I took the position of Chief Pilot and most of the work they were doing was pretty much the same as before.
While there are a lot of helicopters in the greater Los Angeles and Orange county areas, it is not always possible to leave one flying job and get another. In my case, I was lucky again. The timing was right and having been with Helitac before certainly helped. It was good to be back with friends.
In this post I won't go in to great detail about my time spent at Helitac. This time around, I was only back with them less than six months.
I had kept in contact with Jim Deeth over at Cine Exec in Burbank, CA, and then luck struck again. Jim decided to put a satellite operation in Long Beach, CA and offered me a position with Cine Exec. Naturally, I jumped at the chance. No more long commutes to downtown Los Angeles via the crowed freeways. I was back close to home, less than six miles. Jim has formed a great company with a great group of pilots and other staff people. So, this was a better situation for both Jim and myself. What goes around, comes around! I'm back in Long Beach for at least the fifth time.
More in the next post. . . . . .
My decision to go back on board with Helitac was an easy one. I had worked for Mike Dresman before and I knew I would like being a part of that operation again. I also knew that I did not plan for a long time stay with them. When I came back, I took the position of Chief Pilot and most of the work they were doing was pretty much the same as before.
While there are a lot of helicopters in the greater Los Angeles and Orange county areas, it is not always possible to leave one flying job and get another. In my case, I was lucky again. The timing was right and having been with Helitac before certainly helped. It was good to be back with friends.
In this post I won't go in to great detail about my time spent at Helitac. This time around, I was only back with them less than six months.
I had kept in contact with Jim Deeth over at Cine Exec in Burbank, CA, and then luck struck again. Jim decided to put a satellite operation in Long Beach, CA and offered me a position with Cine Exec. Naturally, I jumped at the chance. No more long commutes to downtown Los Angeles via the crowed freeways. I was back close to home, less than six miles. Jim has formed a great company with a great group of pilots and other staff people. So, this was a better situation for both Jim and myself. What goes around, comes around! I'm back in Long Beach for at least the fifth time.
More in the next post. . . . . .
Tuesday, December 21, 2010
Jetcopters Part 7
The situation at Jetcopters would never be the same. While having been promoted to Chief Pilot, I should have been excited about the increased salary and new responsibilities, but I wasn't. I think I shared Jim's pain and we spent our lunch hours together on many days trying to figure out how we could deal with the future. Both of us wanted very much to leave Jetcopters, but only under the best of conditions. Then tragedy struck Jetcopters. During the filming of one of the weekly episodes of the TV series Airwolf. One of our less conservative pilots, got in to a steep banked flight attitude near the ground and crashed the Bell Huey helicopter he was flying. He was injured with several broken bones, but sadly, his passenger, a Hollywood stunt man by the name of Reed Rondel was killed. The reason I can remember this mans name, I shared a dressing room with him on a previous shoot of the same TV series a couple weeks earlier. Because I was the newly assigned Chief Pilot and due to the fact that the pilot involved was dealing with serious injuries, I had the task of answering to the FAA and NTSB regarding all the facts leading up to the accident. Even though I was not on the call list for that particular shoot, I still was involved in the paper work that always follows these type of events. This was just the beginning of things to come regarding the companies future.
One night while at home, I received a phone call from Jim Deeth. He had just resigned from Jetcopters and was going with a company in Burbank, CA by the name of Cine Exec. Basically the same type of operation, but Jim would be heading up the company as he should, and directing the everyday operations. I was happy for Jim, but still I was stuck at Jetcopters. Then as luck would have it, I found out about a position at one of my old employers, Helitac, which was the company downtown in Los Angeles. This got me closer to home and out of the mess at Jetcopters. So not long after Jim's call, I called him to report that I too had resigned from Jetcopters. Isn't it strange how one individual could cause so much trouble and for no good reason.
Several months later. . . . . The pilot involved in the Airwolf accident, had fully recovered from his injuries and was back on flying status.
He was flying a helicopter for a filming job in the Grand Canyon, and again, crashed, which resulted in the cameraman breaking his back.
The helicopter was totaled and fortunately, the pilot surrendered his pilot's license to the FAA and he would never fly again. Again, I mention the word, "conservative", it can make a big difference in the outcome of a days work, flying helicopters. . . . . .
One night while at home, I received a phone call from Jim Deeth. He had just resigned from Jetcopters and was going with a company in Burbank, CA by the name of Cine Exec. Basically the same type of operation, but Jim would be heading up the company as he should, and directing the everyday operations. I was happy for Jim, but still I was stuck at Jetcopters. Then as luck would have it, I found out about a position at one of my old employers, Helitac, which was the company downtown in Los Angeles. This got me closer to home and out of the mess at Jetcopters. So not long after Jim's call, I called him to report that I too had resigned from Jetcopters. Isn't it strange how one individual could cause so much trouble and for no good reason.
Several months later. . . . . The pilot involved in the Airwolf accident, had fully recovered from his injuries and was back on flying status.
He was flying a helicopter for a filming job in the Grand Canyon, and again, crashed, which resulted in the cameraman breaking his back.
The helicopter was totaled and fortunately, the pilot surrendered his pilot's license to the FAA and he would never fly again. Again, I mention the word, "conservative", it can make a big difference in the outcome of a days work, flying helicopters. . . . . .
Monday, December 20, 2010
Jetcopters Part 6
I stayed on with Jetcopters for almost two years. It was a great place to work and the opportunities were abundant. We had a great group of pilots and Peter McKerrnan the owner was always opening new doors for the company. As time went on, this was all about to change.
Just when you think things could get no better, the worst happens. Meanwhile I was filling in some of the blanks in my career goals. The FAA office in Long Beach designated me to be able to give flight test for every combination of helicopter pilots licenses available. This included Airline Transport Pilot, Instrument Instructor and all other ratings.
Helicopter and actors from TV series Riptide click to enlarge
I was enjoying the rewards of movie and television residuals from the several that I participated in. This included, Rip Tide, Airwolf. Also a movie called Starman and a John Carpenter movie called, They Live.
Bell 222 used in TV series Airwolf click to enlarge
I enjoyed working with the Hollywood bunch, but often things were asked of pilots that just went across the grain of what my core principals were. I admit, that I have been in some sticky situations, but I never started out knowingly with that intent. A few times I would have a difference of opinion with a movie director or aerial coordinator, and eventually I was labeled as being too conservative. In my eyes, I would consider this to be a compliment. I just could not take it upon myself to abuse an expensive helicopter or potentially endanger someones life for the sake of creating something sensational for a few seconds on the big screen. You can't imagine how exciting it is to go to the very first screening of a movie. Usually at one of the bigger Hollywood theaters and then seeing the completed film. At the end, when they are showing the credits, you look for your name among the list of pilots that worked on that movie. This was good, but not for me. I got into a career in flying helicopters and I found out soon, that their were more important things to consider over the forty some years from the time I started out back in Kansas City, MO with Jerry Getz. I would prefer to be remembered as a good pilot that was dependable and a record of achievement.
As time went on, I continued to be involved in other interesting flights on almost a daily basis. I was sent out to pickup a passenger early one morning at the Los Angeles county substation heliport in Malibu, CA. I arrived early and shut down to wait for him to arrive. Shortly after, a car pulled up and a man got out and walked towards the helicopter. It was Robert Redford who was directing a movie that was being filmed in Frasier Park which is just south of Bakersfield, CA. I was on this assignment for five days and each day I would meet with him in the morning and then at the end of the day, fly back to Malibu. We had some interesting conversations and I was a big fan of his movies, The Sting and The Natural. Later on I was sent to Malibu to land on the beach near a big house located nearby. Two passengers came out and it was Julie Andrews and Blake Edwards her husband.
He was tired and grouchy and sat in the back, and she turned to him and said, I want to sit in front with the pilot. Wow, here I am sitting next to the lady that sang in the movie, The Sound of Music. Just small talk on our way to San Diego for the day, but still these were the types of flights I did almost every week.
Now here comes that bad part. One evening while I was home, I received a phone call from Peter McKernnan who then asked, if I was interested in being the Chief Pilot for Jetcopters. This position was presently being held by Jim Deeth, who also was the Director of Operations. With a company that was growing as rapidly as Jetcopters, I could see that one person doing both of these company assignments, it could be very overwhelming. I was a good friend of Jim's and at the time I thought this was being offered to me with his blessing. As it turned out, Jim was being demoted from both positions and was offered to stay on as a line pilot. Also he would take a big cut in pay, not to consider how demoralizing it must of been. Had I known this in the beginning, I would have declined the offer, but it was done and I was stuck with trying to deal with this as tactfully as possible. We had several part time pilots and a few that were from the Los Angeles county fire department. One pilot in particular, became very greedy and sat out to see these changes made in the companies staff.
I know that Jim Deeth at times was very strict with how things were done and maybe he didn't always use his best communication skills.
But on the other hand, he was fair and honest and the success of the company was founded on his ideas in the early going.
This story has a good ending, but it took some time and I'll continue with the turn of events in the next post.........
Just when you think things could get no better, the worst happens. Meanwhile I was filling in some of the blanks in my career goals. The FAA office in Long Beach designated me to be able to give flight test for every combination of helicopter pilots licenses available. This included Airline Transport Pilot, Instrument Instructor and all other ratings.
I was enjoying the rewards of movie and television residuals from the several that I participated in. This included, Rip Tide, Airwolf. Also a movie called Starman and a John Carpenter movie called, They Live.
I enjoyed working with the Hollywood bunch, but often things were asked of pilots that just went across the grain of what my core principals were. I admit, that I have been in some sticky situations, but I never started out knowingly with that intent. A few times I would have a difference of opinion with a movie director or aerial coordinator, and eventually I was labeled as being too conservative. In my eyes, I would consider this to be a compliment. I just could not take it upon myself to abuse an expensive helicopter or potentially endanger someones life for the sake of creating something sensational for a few seconds on the big screen. You can't imagine how exciting it is to go to the very first screening of a movie. Usually at one of the bigger Hollywood theaters and then seeing the completed film. At the end, when they are showing the credits, you look for your name among the list of pilots that worked on that movie. This was good, but not for me. I got into a career in flying helicopters and I found out soon, that their were more important things to consider over the forty some years from the time I started out back in Kansas City, MO with Jerry Getz. I would prefer to be remembered as a good pilot that was dependable and a record of achievement.
As time went on, I continued to be involved in other interesting flights on almost a daily basis. I was sent out to pickup a passenger early one morning at the Los Angeles county substation heliport in Malibu, CA. I arrived early and shut down to wait for him to arrive. Shortly after, a car pulled up and a man got out and walked towards the helicopter. It was Robert Redford who was directing a movie that was being filmed in Frasier Park which is just south of Bakersfield, CA. I was on this assignment for five days and each day I would meet with him in the morning and then at the end of the day, fly back to Malibu. We had some interesting conversations and I was a big fan of his movies, The Sting and The Natural. Later on I was sent to Malibu to land on the beach near a big house located nearby. Two passengers came out and it was Julie Andrews and Blake Edwards her husband.
He was tired and grouchy and sat in the back, and she turned to him and said, I want to sit in front with the pilot. Wow, here I am sitting next to the lady that sang in the movie, The Sound of Music. Just small talk on our way to San Diego for the day, but still these were the types of flights I did almost every week.
Now here comes that bad part. One evening while I was home, I received a phone call from Peter McKernnan who then asked, if I was interested in being the Chief Pilot for Jetcopters. This position was presently being held by Jim Deeth, who also was the Director of Operations. With a company that was growing as rapidly as Jetcopters, I could see that one person doing both of these company assignments, it could be very overwhelming. I was a good friend of Jim's and at the time I thought this was being offered to me with his blessing. As it turned out, Jim was being demoted from both positions and was offered to stay on as a line pilot. Also he would take a big cut in pay, not to consider how demoralizing it must of been. Had I known this in the beginning, I would have declined the offer, but it was done and I was stuck with trying to deal with this as tactfully as possible. We had several part time pilots and a few that were from the Los Angeles county fire department. One pilot in particular, became very greedy and sat out to see these changes made in the companies staff.
I know that Jim Deeth at times was very strict with how things were done and maybe he didn't always use his best communication skills.
But on the other hand, he was fair and honest and the success of the company was founded on his ideas in the early going.
This story has a good ending, but it took some time and I'll continue with the turn of events in the next post.........
Tuesday, October 12, 2010
Jetcopters Part 5
During the 1984 Olympics, which was held in Los Angeles, CA, Jetcopters had helicopters assigned to every domestic and international news and sports television networks. We had the only downtown heliport, which was located within walking distance of the Coliseum. I personally worked on the heliport approval for several weeks and in the beginning, it did not look to hopeful that the FAA would give us permission to use the site.
In the end, we got the nod to make our takeoff's and landings in the temporary heliport, which was a parking lot.
I was assigned to an ABC television sports network out of New York for the seven day event. The Los Angeles and Orange county airspace was highly restricted and you could hardly fly anywhere in the city without being over one of the Olympic events. The Los Angeles police helicopter unit developed a special coding system, with an encryption guide that we used everyday for making entry into these areas.
This was the year that the Russians boycotted the Olympics for security reasons. Before the Olympic events began, I made a special flight with a presidential team, which consisted of several military generals and admirals to review all of the event venues to evaluate security. We also had on board the helicopter an FBI agent to narrate all the security for each area. In the end, the Russians, still did not come to Los Angeles. I think in the beginning, it was thought, there would be several terrorist actions, but nothing happened. I was scheduled to fly at least 21 hours minimum during the entire time of the Olympics, in the end, I flew about 10 hours.
I was scheduled to fly three passengers from the Van Nuys, CA airport to a location on the high desert called, Willow Springs raceway. This was 30 miles north of Palmdale, CA My passengers were Danny Sullivan, winner of the 1985 Indy 500, in his famous spin to win the race in the final laps, singers, Christopher Cross and John Denver.
Danny Sullivan had arranged for them to try out a couple of exotic Lamborghini Countouch sports cars for the day.
In the end, we got the nod to make our takeoff's and landings in the temporary heliport, which was a parking lot.
1984 Olympics opening ceremony
I was assigned to an ABC television sports network out of New York for the seven day event. The Los Angeles and Orange county airspace was highly restricted and you could hardly fly anywhere in the city without being over one of the Olympic events. The Los Angeles police helicopter unit developed a special coding system, with an encryption guide that we used everyday for making entry into these areas.
This was the year that the Russians boycotted the Olympics for security reasons. Before the Olympic events began, I made a special flight with a presidential team, which consisted of several military generals and admirals to review all of the event venues to evaluate security. We also had on board the helicopter an FBI agent to narrate all the security for each area. In the end, the Russians, still did not come to Los Angeles. I think in the beginning, it was thought, there would be several terrorist actions, but nothing happened. I was scheduled to fly at least 21 hours minimum during the entire time of the Olympics, in the end, I flew about 10 hours.
I was scheduled to fly three passengers from the Van Nuys, CA airport to a location on the high desert called, Willow Springs raceway. This was 30 miles north of Palmdale, CA My passengers were Danny Sullivan, winner of the 1985 Indy 500, in his famous spin to win the race in the final laps, singers, Christopher Cross and John Denver.
Danny Sullivan had arranged for them to try out a couple of exotic Lamborghini Countouch sports cars for the day.
Danny Sullivan, kneeling, John Denver, seated, Christopher Cross, background
click to enlarge
I have always been a big fan of auto racing and also I enjoyed the music of John Denver.
I really had a nice day watching these neat cars race around the road course and enjoyed visiting with John Denver.
This was one of the perks of working for Jetcopters. They seemed to have a lock on flying all the celebrities from both Hollywood and the entertainment world.
More Jetcopters on the next post. . . . . . . .
Friday, October 8, 2010
Jetcopters-NASA Part 4
While I was still working at Jetcopters, I got a call from one of the Los Angeles Federal Aviation Administration office's, requesting that I do some experimental test flights for NASA. No, I wasn't selected to be an astronaut for a flight to the moon. Although I must admit, if asked, I would sure do it. The following week, I reported to the NASA Ames Research Center, which was located at Moffett Field, Mountain View, CA. This was an old U.S. Navy blimp base. During the early part of WWII, they hangered airships that were used for defense observation along the Pacific coast of the United States. One of the interesting things about this facility, is that the blimp hanger still remains. Back in the 1930's they used this building to hangar the Navy airships Macon and Akron.
U.S. Airship Macon Moffett Field click to enlarge
The Blimp hangar is now being used by NASA click to enlarge
The purpose of these experimental flights was to evaluate a new technique for making instrument approaches in helicopters. Just a short history lesson regarding instrument flight in helicopters.
Years ago, when instrument flight was first developed. The rules and procedures pretty much pertained to airplanes only. This was mainly because most helicopters then and still today, are not equipped for instrument flight. Also when these conditions (IMC) instrument meteorological conditions, existed, helicopters could usually operate in special (VFR) visual flight rules and operated in non controlled airspace and also with permission from the controlling agencies, they could enter controlled airspace, again this would be with special flight conditions. As time went on, more and more helicopters are now able to operate in these weather conditions and also make instrument approaches for landing at airports around the country.
That's me on the far right along with two other NASA pilots click to enlarge
Typically, when an aircraft gets into the airport environment and is going to make an instrument approach for landing, The approach begins at a designated point and descends along a very shallow flight path to the airport. Usually at an approach angle of about 4 to 5 degrees. This enables the aircraft to descend at a very low rate. At the point where the approach ends, the pilots should be able to see the runway landing system and make his landing visually. This would be called the decision height. Usually around 200 feet above the ground, lower in some cases. If the pilot does not see the runway or approach lights, he aborts the landing and goes around for another attempt.
 |
| Here I am at the controls of a Bell UH-1 Iroquois helicopter, these were used in the Vietnam war click to enlarge Our test flights were to evaluate instrument approaches utilizing a much steeper flight path, up to 12 to 15 degrees on the approach. This would produce a higher rate of descent. Also to see if the pilot could react quick enough as t0 not sag through the decision height before hitting the ground on an attempted go around. I spent a week at NASA doing these flights. I have no idea of why this concept was being tested or if it every was used. Maybe in a military application, but I doubt it would every be used for civilian use. Another adventure in the career of a helicopter pilot. |
Friday, October 1, 2010
Some explanations to the previous post
Several of my friends are following this blog, and from time to time I may get a call from one of them, asking a question or for an explanation of some of the events that may have occurred during my career as a helicopter pilot. Recently I received a call from one of my best friends, Ron Green who lives in Kansas City, MO regarding the flight described in the previous post. He brought up some good points and ones that I should have considered at the time. Which I did later, but sometimes later is too late?
Over the years, their has been a tradition in the aircraft cockpit amongst pilot's about the pilot in command. He is in charge of the flight and all decisions regarding the flights operation will be made by the PIC. Kind of like the captain of a ship. On this particular flight the FBI had chartered the aircraft and requested to use their own pilot to act as PIC. I was requested to go on this flight to act as an observer to comply with the companies requirements. Because of the nature of the flight and the fact that it involved the presidents security, I choose not to ask too many questions or to interfere with the operation of this flight. Jetcopters was a fast growing company and was pursuing the business of many government agencies. We were doing flights for the DEA, CIA,FBI and the IRS. For that reason I did not want to add anything negative that might reflect on future business.
Ron's questions , and I might add, very good ones, is why didn't the FBI pilot do more prior planning on his part before starting out on a flight with marginal flight conditions. Why did he elect to take two additional passengers that did not have a purpose during this flight?
I really don't know and could only guess. It may be that on prior flights he had not encountered any difficulties and that he assumed that this flight would be pretty much the same.
Out of professional courtesy to the FBI pilot involved I have omitted his name. Like myself, I know he will never forget this flight and the mention of his name, serves no useful purpose.
I would also not give myself credit for saving five lives and a million dollar helicopter. I should have offered some more helpful suggestions prior to the flight and maybe taken control of the helicopter while it was still in it's performance envelope. I do take credit for having made poor decisions on my part.
Most helicopter flight activity is done in a sea level environment or at much lower levels above sea level. The margin for error when flying a helicopter, my old flight instructor Jerry Getz used to say, is ZERO. But when the conditions are not extreme such as the 9500 feet of altitude we were operating at, some errors or conditions of flight can be recovered before disaster strikes. Sometimes a situation is allowed to go to the limit, then a more experienced pilot could take over the flight controls and recover the aircraft to a normal flight condition. This has happened to me many times in my days as a flight instructor. So I learned from this flight experience and the outcome was uneventful. Ron, thank you for asking. Back to Jetcopters in the next post.........................
click to enlarge
Over the years, their has been a tradition in the aircraft cockpit amongst pilot's about the pilot in command. He is in charge of the flight and all decisions regarding the flights operation will be made by the PIC. Kind of like the captain of a ship. On this particular flight the FBI had chartered the aircraft and requested to use their own pilot to act as PIC. I was requested to go on this flight to act as an observer to comply with the companies requirements. Because of the nature of the flight and the fact that it involved the presidents security, I choose not to ask too many questions or to interfere with the operation of this flight. Jetcopters was a fast growing company and was pursuing the business of many government agencies. We were doing flights for the DEA, CIA,FBI and the IRS. For that reason I did not want to add anything negative that might reflect on future business.
Ron's questions , and I might add, very good ones, is why didn't the FBI pilot do more prior planning on his part before starting out on a flight with marginal flight conditions. Why did he elect to take two additional passengers that did not have a purpose during this flight?
I really don't know and could only guess. It may be that on prior flights he had not encountered any difficulties and that he assumed that this flight would be pretty much the same.
Out of professional courtesy to the FBI pilot involved I have omitted his name. Like myself, I know he will never forget this flight and the mention of his name, serves no useful purpose.
I would also not give myself credit for saving five lives and a million dollar helicopter. I should have offered some more helpful suggestions prior to the flight and maybe taken control of the helicopter while it was still in it's performance envelope. I do take credit for having made poor decisions on my part.
Most helicopter flight activity is done in a sea level environment or at much lower levels above sea level. The margin for error when flying a helicopter, my old flight instructor Jerry Getz used to say, is ZERO. But when the conditions are not extreme such as the 9500 feet of altitude we were operating at, some errors or conditions of flight can be recovered before disaster strikes. Sometimes a situation is allowed to go to the limit, then a more experienced pilot could take over the flight controls and recover the aircraft to a normal flight condition. This has happened to me many times in my days as a flight instructor. So I learned from this flight experience and the outcome was uneventful. Ron, thank you for asking. Back to Jetcopters in the next post.........................
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