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but brace your back against the
complete area of the seat to maintain
a natural curvature. Spinal injuries
are most often caused by flexing.
In fact, there are two broad types of
injury to consider. Contact injuries
arise when you hit something, or
something hits you (such as loose
articles in the cockpit). Decelerative
injuries result purely from motion of
the body, or loads applied through
seats and safety belts. They are
internal in nature, such as the spinal
injuries mentioned above, or in the
abdomen. Other injuries, like
burning, may occur after the crash.
Although it helps to crash as slowly
as possible, dissipation of whatever
speed you have is the main
consideration, and this is never
usually uniform. Every obstacle the
fuselage hits is responsible for a peak
deceleration and the potential for
damage to the people inside, so it
makes sense to try and protect this
as much as possible at the expense
of rotors, undercarriage, tail booms,
etc. This is where the proper use of
shoulder straps is important – if you
don't wear one, you will jackknife
over your lapstrap and your head will
hit the instrument panel at a speed
over 12 times that of the cockpit
deceleration. Also, when only
wearing a lapstrap, your tolerance to
forward deceleration reduces to
below 25G, from a normal total of
over 40.
Some things you can do to prevent
injuries can be done before you get a
problem, by selecting clear routes
wherever possible, and flying higher,
which increases your range of
choices (but not so high that it takes
too long to get down in a hurry).
Once you've landed:
· Close throttle & fuel valve
· Turn off Battery
· Evacuate aircraft
Power-On Recoveries
These are an increasing trend in
many companies, intended to reduce
the number of autorotative accidents
when practicing engine-off landings,
and ensuring that some pilots don't
get to practice real ones for years on
end. The examiner is looking for a
correct entry into autorotation and
flare initiation height, but, thereafter,
the process is a coordination
exercise, and you should treat it as a
rather fast transition to the hover—
be careful not to check and level, or
you can expect a large torque spike
(in a 206, anyway), and looking at the
torquemeter is not what you want to
be doing at that late stage.
258 Operational Flying
Tail Rotor Failure
When the tail rotor fails, it will be in
varying degrees of positive, neutral
or negative pitch, depending on what
you were doing at the time, so if you
can remember what it was, you will
have an idea of the state of the
pedals. Unless it’s a drive failure, or
you lose some of the components,
the chances are that you won’t
discover the problem until you
change your power setting, as it’s
very unlikely you’ll be flying along in
the cruise, for instance, and find a
pedal forcing itself completely over
to one side, as simulated by
instructors on test flights, unless you
have a motoring servo or similar, in
which case your problem is
hydraulics and not the tail rotor,
although the effect might be the
same. More typically, you will be in a
descent, climb, cruise or hover, with
the pedals where they should be and
won’t move when you want to do
something else. When descending,
for example, in the AS350, you will
have more left pedal (more right in
the Bell 206), both of which will aid
the natural movement of the
fuselage against the main rotors. The
pedals would be in a neutral position
if you were flying at medium to high
speeds, and the power pedal would
be forward in high-power situations,
like hovering. In any case, the spread
between the pedals is not likely to be
more than a couple of inches either
way, certainly in a 206 – try an
autorotation properly trimmed out
to see what I mean. You will notice
the same in the hover. My point is
that the situation may not be as bad
as frequently painted.
In fact, landing with a power pedal
jammed forward is relatively easy,
since the tail rotor is already in a
position to accept high power
settings (try also using a little left
forward cyclic in a 206, and pivoting
round the left forward skid), so you
may be able to come in very slowly
and even hover. If the pedals jam the
other way (right in a 206), look for
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