Advice from a Proven & Tested Police Aviation Helicopter Pilot to a Junior TFO

ASOG Article of the Month: July 2021

ASOG Authors: Gareth Davies & Patrick Ryan

Even though this article is focused on helicopters and advise to an Airborne Law Enforcement Tactical Flight Officer (TFO), the airmanship advice crosses many Aerial Work aviation ASO silos

 

After reading an e-mail trail the other day that I participated in regarding Tactical Flight Officers, I thought I had to share this part of it with the ASOG community. As the ASOG Desk Editor, I had the privilege (along with ASOG member Gareth Davies) to connect with a proven & tested police aviation helicopter pilot and get his words regarding advice to junior TFOs (a.k.a., Airborne Sensor Operators).

Before I "Auto-Rotate" on to Bill's words, I want to introduce you to Bill Probets. Bill has over 30 years of flying helicopters in many multi-mission roles, including instructing both in fixed-wing & helicopters and flying as an Offshore Pilot. However, over the last 24 years, he's been a deputized Sergeant/Chief Pilot at East Bay Regional Park District's Air Support Unit in Oakland, California. Additionally, Bill is the Airborne Public Safety Association (APSA) Lead Accreditation Assessor ensuring public safety organizations comply with Safety Management Systems (SMS), administrative, operational, training, and maintenance standards applicable to aviation programs.

Based on a three-way e-mail conversation between Gareth Davies, Bill Probets, and myself, Gareth asked Probets the following "bottom-line" question – "What do you think a TFO should know to support a pilot when the S*** hits the proverbial?" Here's what Bill had to say:

  • You are correct on the premise that TFOs should be familiar with in-flight emergency procedures and their role.

 

  • There are two primary kinds of emergencies:

           1.) Those requiring immediate response from memory, i.e., engine failure, fire, loss of tail rotor effectiveness, etc.

           2.) And those that may require a procedural response such as a loss of a generator, loss of a fuel transfer pump, loss of anti-icing or de-icing, etc.

 

  • The TFO should be familiar with Emergency Procedures (EPs) and included in such training. They should also have immediate access to the Emergency Procedures checklist and practice the responses with their pilots/crews using a challenge/check process for procedural emergency responses or whatever CRM system the operator uses.

 

  • Given the extent that autopilots can fly the aircraft to a low hover (see Airbus Helionix), TFOs should be competent in operating flight controls if seated in the front – I am NOT a fan of removing the dual controls in an aircraft – that's more of a pilot ego thing than a genuine "safety issue." Given the growing risk of mid-airs with UAV's (not the professional folks but the drones flown by "drones"), the ability for the TFO to fly the aircraft and safely land with an incapacitated pilot is also part of the equation.

 

  • Also, full utilization of Aircraft Life Support Equipment (ALSE) by all crewmembers is essential – flight suits, helicopter helmets (visors down), gloves, 8" tall boots, and appropriate equipment for overwater (Life Vest and Helicopter Emergency Egress Device (HEEDS), etc).

 

  • Finally, there are ultimately three foundational things for airplanes, without which everything else is irrelevant – control, airspeed, and landing area. There are ultimately four foundational things for helicopters, without which everything else is irrelevant – control, rotor RPM, airspeed, and landing area.

 

"Hence, fly the aircraft first and don't stop flying until every last piece stops moving!"

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