erudity.net prattlings on via nattering nabobs

24Mar/100

Ringing the bell

I instruct in the TH-57 - very similar to the "news helicopters" of the 80s and 90s.  Carries 5 people, two blades, skids to land on.  We use it because it's cheap, reliable, easy to fix, has readily available parts, etc. etc.  Considering all we put the birds through, it's a beast.  For example, on any given day a bird may have its engine cut to idle in flight, float to the ground, and then run the engine back up to full speed, for anywhere between five to ten or more times.  Point being, we run the birds into the ground, but they're designed for it, so they perform admirably.

Overtorques are a very notable exception.  You see, we have a very capable engine that gives us about 420 shaft horsepower, but a transmission that is only rated to 317 shaft horsepower.

TH-57

What a TH-57 may look like.

We also have a "droop compensation system" that responds at a rate commensurate with the rate at which you move the collective.  (The collective controls the pitch on the blades - more pitch = more thrust = needs more engine power.)  All of these things along with student jitters combine to create the overtorque.  We're normally allowed to go to 100% torque, with a 10-second allowance up to 110%.  Above that, you have to land the aircraft to get trucked back due to the fact that you may have damaged the drive train - and the aircraft doesn't fly for very long when disconnected from the engine.

Overtorques happen for many reasons - an improper pedal turn, bringing the engine online from idle while still applying pitch to the rotors, or, in my case the other day, a very quick increase in collective.  Instructors are given guidance to defensively posture themselves to avoid overtorques, to include advising you to place your hand over the collective to limit its travel when you think the student is about to increase it for whatever reason.  In my case, my student looked to end an approach early due to being in a bad place to make a safe landing.   He began to increase collective quickly and I wasn't in a good position to stop its travel and DING!  We hit 118%.  My first overtorque.

(for those wondering what "ringing the bell" is, it refers to the quickness with which the torquemeter's needle moves - and when it gets to 110% or more, the digital display flashes at you.  DING DING DING DING DING)

17Mar/100

Today’s flight

Weather was skosh while driving in, but we briefed anyway in anticipation of the clouds lifting later in the afternoon.  After briefing I saw a lot of red CNX WX up on the ops board and my studs were giving me a bit of pressure to cancel.  I had a feeling that we just needed to give the weather a bit more time, so I said we'd sit for a while and see how the cloud decks turned out.  Sure enough, in an hour and a half we had enough sky to go flying for a couple of BI flights.

I was a bit nervous, as this was my first flight with students and I was the first guy from my squadron to launch and go fly BIs, which have a different set of weather requirements than all our other flights.  After going through checklists that seemed to take twice as long as usual we got out to the working area - weather was juuuuust good enough to complete all our maneuvers.  Not bad for a first flight. To top it off, the lineman gave us a ride back to the hangar!

16Mar/100

Renovations

Carrington Blog crapped out on me while upgrading, so here's this shiny new theme.

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16Mar/100

Stereotypes and Communication

Genie had a nice exploration of stereotypes - especially gender stereotypes - which led off with what I assume to be a tongue-in-cheek assertion of "stereotypes are a real time-saver."  That's true; stereotypes let us stay in our established boundaries with established norms and don't really demand too much in the way of cognition.  Sort of a ready-made reputation that you can hang on people who seem to fit the pattern of what you've seen before.  If nothing else, we're a pattern-matching species.  The issues arise when pattern-matching is performed at the expense of rational, logical thinking. (see: confirmation bias)  Gender-wise, I've seen it occur on both sides of the spectrum.  Genie linked to an advice column that said what boiled down to "start men small when it comes to household chores.  They're just not used to it."  She even goes so far as to advise that you treat your husband like a smarter chimpanzee and "work up" to grocery shopping.

I wish I was kidding.

I assert that the majority of men do know a lot about doing chores but that their internal concepts of "how to do a chore" differ from their significant others'.  This isn't a problem until you leap into a situation where a chore is already started - you don't know the progress of what's going on, or what's next - all you see is a basket of rumpled clothes by the washer.  Wanting to show your wife how much you want to help out, you throw them in the washer, add detergent, and voilà: instant helpful husband!  Had you asked your s/o "hey, is this laundry in the basket clean?" you still get brownie points and the laundry isn't done twice.

What it boils down to is active, persistent communication.  When you come across a situation that you don't know about, ask!  We're ostensibly a team, right?

I'm part of the world's greatest team sport - naval aviation - and we still sometimes struggle with communication.  A large part of that is the need to consistently and reliably process large amounts of critical information in order to make a decision, which can and does result in stereotyping.  Word gets around about the guy who shuts down under pressure or the gal who is a mess on the radios and that reputation is tough to shake.  Even if you've worked extremely hard on that issue and now have it under control, the people you're flying with will operate on the assumption that you're just this close to reverting back to your earlier behavior.  Part of this is due to the primacy effect - if you've got that habit, it's going to be exceedingly hard to shake and odds are good that you'll revert back to it once you stop actively flying and start autonomously flying, such as what happens under stress.

In the training command, we stress that every flight is a new chance for success and with few exceptions it is.  A big emphasis is placed on letting students make mistakes and then learn from them - but the communication aspect is critical if the correct behavior is to be imparted.  Just doing it once won't help near as much as doing it a few times - once immediately after the mistake, once on the ground while reviewing the overall flight, and then once again on their grade sheet.

Where does this leave us with gender and stereotypes?  Communication between both parties has to be emphasized and practiced, over and over again.  It won't be second nature until you're that old couple that knows each other inside and out, but it will help everything along.

(Also, I thought that NYT article was a pretty standard overview of a relatively new phenomenon with a rather incendiary headline.)

14Mar/100

Paved with good intentions

I didn't really anticipate the extent of weather and  ops-related delays in getting started with students, but here I am - 2 weeks in, not quite ready for prime time and still one IP/IP flight left.  Although I'm hoping to have my first students on Tuesday or Wednesday, I'm not terribly concerned about it.  Hell, in my free time since checking in, I've installed a surround sound system into the ready room, designed a bamboo overhang for the bar.  Just trying to keep busy.