Is taking off backwards mandatory in general? I assume that you guys follow that as part of your SOP, and tie that in with the CAT-A takeoff profile, but I'm just curious if that's a required thing with CAT-A takeoffs, or no?
Hey mate, great question! . It's part of the CAT-A take-off profile, yes you are correct. We are required to follow CAT-A procedures in accordance with BARS (Basic Aviation Risk Standard) and our Operations Manual. We also fly the CAT-A approach as well. So just as steep on the approach angle from LDP (Landing Decision Point).
@@Cleared_To_Land Thanks for the response! I'll have to do some more reading on it, then I'll hit you back with some questions, if I have any left. Also, I hope this isn't a stupid question, but is every takeoff consisted into a CAT-A or CAT-B takeoff? Surely it can't be, but I'm just really making sure. Appreciate the response and the info.
@@RotatingBombWithADogOnIt no. Not all take-offs come under the CAT A or B profiles. We can just fly like a helicopter and do whatever we want. My time in the military we didn’t fly any of those profiles. Because military aircraft don’t have this. Especially in formation. You can’t have like 5 aircraft all backing up! We would consider single engine failures for sure, but we would accept a small exposure time. So more like Performance Class 2 with Exposure. The Black Hawk I flew was extremely reliable. As is all turbines. So practising engine failures really isn’t necessary according to the statistics. But something we just still do.
About 300/year. The VTOL backup allow us to keep the landing area in sight, so that if we lose an engine we are on an OEI profile to reject back to the hatch without doing too much. It’s called CAT-A operations. That way we can guarantee we will not crash.
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Excellent 👌 Very smooth skills 👍🇺🇸
Thank you!
Is taking off backwards mandatory in general? I assume that you guys follow that as part of your SOP, and tie that in with the CAT-A takeoff profile, but I'm just curious if that's a required thing with CAT-A takeoffs, or no?
Hey mate, great question! . It's part of the CAT-A take-off profile, yes you are correct. We are required to follow CAT-A procedures in accordance with BARS (Basic Aviation Risk Standard) and our Operations Manual. We also fly the CAT-A approach as well. So just as steep on the approach angle from LDP (Landing Decision Point).
@@Cleared_To_Land Thanks for the response! I'll have to do some more reading on it, then I'll hit you back with some questions, if I have any left. Also, I hope this isn't a stupid question, but is every takeoff consisted into a CAT-A or CAT-B takeoff? Surely it can't be, but I'm just really making sure. Appreciate the response and the info.
@@RotatingBombWithADogOnIt no. Not all take-offs come under the CAT A or B profiles. We can just fly like a helicopter and do whatever we want. My time in the military we didn’t fly any of those profiles. Because military aircraft don’t have this. Especially in formation. You can’t have like 5 aircraft all backing up! We would consider single engine failures for sure, but we would accept a small exposure time. So more like Performance Class 2 with Exposure. The Black Hawk I flew was extremely reliable. As is all turbines. So practising engine failures really isn’t necessary according to the statistics. But something we just still do.
@@Cleared_To_Land Really appreciate the answers. I'll store this info and add it onto more research. Thank you.
That was an interesting way to do it 😅. How many hours you guys averaging out there?
About 300/year. The VTOL backup allow us to keep the landing area in sight, so that if we lose an engine we are on an OEI profile to reject back to the hatch without doing too much. It’s called CAT-A operations. That way we can guarantee we will not crash.