Rotary Wing Show – Helicopter News, Safety, Training & Pilot Stories

Max talks with New Zealand helicopter pilot Billy Watson about flying in some of the most dramatic terrain in the world, from Queenstown and Milford Sound to Papua New Guinea and the Western Pacific.Billy flies for Over The Top, a Queenstown-based helicopter company that specializes in bespoke scenic helicopter experiences. In this conversation, recorded aboard the Milford Explorer cruise boat in Milford Sound, Billy explains why weather plays such a major role in New Zealand helicopter operations, especially around the fjords, mountains, cloud, wind, and rain of Fiordland.Billy also shares how he first became interested in helicopters while working as a government-paid hunter controlling feral goats, then moved into venison recovery, Hughes 500 operations, tuna spotting, Papua New Guinea seismic flying, and BK117 work. Along the way, he learned hard lessons about low-level helicopter flying, passenger briefings, risk, and decision-making.Max also discusses several recent helicopter accidents, including a Hughes 369D accident in Hawaii involving high-frequency vibration and loss of yaw control, plus final reports involving an AS350B2 in flat light, an R66 hover taxi distraction, and an R22 dynamic rollover.

Max flies the Loft Dynamics H125 VR simulator and he talks about why he believes highly realistic virtual reality may become an important part of helicopter training.In this episode of The Rotary Wing Show, Max visits Loft Dynamics’ demo center and gets a close look at the H125 simulator before climbing in to fly it. Tedd explains how the system works, including VR headset tracking, body and hand tracking, eye tracking, instructor controls, replay capability, motion cues, and the ability to model weather, failures, and aircraft configuration changes. The simulator also supports scenarios that go far beyond basic familiarization, including slope work, instrument procedures, and emergency events.Once Max takes the controls, he finds that the experience feels far more real than earlier VR systems he has tried. The H125’s sensitivity, motion, workload, and visual immersion all combine to make the simulator feel convincing in a way that matters. More importantly, the episode makes the case that the real value of this kind of simulator is broader than initial training. A realistic VR sim like this could become a powerful tool for transition training, recurrent training, procedural repetition, and emergency practice, while offering a much smaller footprint and lower cost than traditional full-motion simulators.Mentioned on the Show:Flash Sale on Lightspeed Delta Zulu Headset - $1199Loft DynamicsAviation News Talk PodcastNTSB News Talk PodcastUAV News Talk Podcast

Max talks with Fabi Riesen, CEO of Loft Dynamics, about virtual reality helicopter simulator training and why VR may be a practical way to improve safety, proficiency, and standardization in rotorcraft operations. Fabi explains why helicopter flying is uniquely hard to simulate: much of it happens low and slow, close to the ground, where depth perception and subtle visual cues matter. Traditional dome-style simulators can look impressive but may not deliver the same stereoscopic, head-tracked 3D cues pilots rely on. In virtual reality (VR), the pilot gets true 3D vision with head tracking, which can make hovering, approaches, and precision landings feel more realistic and trainable.They discuss evidence of training transfer, including an experiment in which new helicopter students practiced private-pilot maneuvers in a VR simulator modeled on a Robinson R22 and then flew those same maneuvers in a real helicopter. Max also shares that he has flown one of Loft’s simulators and discusses what felt realistic and what surprised him.The episode explores Loft Twin, which records an instructor’s full lesson—voice coaching, control inputs, and pilot movement—so pilots can replay standardized sessions to build muscle memory and consistency. Finally, Fabi introduces Loft Home for procedural practice using Apple Vision Pro and discusses Loft’s helicopter simulator platforms and where virtual reality training may fit into the future of helicopter safety.Mentioned on the Show:Please take our Listener survey now!Sign up for our book giveaway of Keep Your RPM in the Green

See Helicopter News headlines and link to listener survey below. In this episode, Max talks with helicopter instructor Jay Bunning to explore the maneuvers that most frequently injure or kill helicopter instructors—auto-rotations, simulated engine failures, and off-airport operations. Based on real accident cases, the newest Airman Certification Standards, and decades of training experience, this episode provides a deep masterclass in keeping both CFIs and students alive during the most unforgiving phases of helicopter training.Max opens by noting that a CFI’s primary goal is always survival—because if the instructor walks away, the student probably will too. Jay agrees wholeheartedly and begins with auto-rotations, which remain the number-one source of training accidents in Robinson helicopters, according to Robinson’s own Safety Notice 38. He breaks auto-rotations into three components: the entry, the glide, and the flare. A poor entry, he notes, is the root cause of many accidents, especially when the student mishandles attitude, misses the nose-drop timing, or chases airspeed and rotor RPM in a cycle of over-correction. Jay emphasizes that the instructor must “ghost” the controls, particularly the throttle, because one wrong twist by a nervous student can result in a 130 percent engine overspeed—and the destruction of the helicopter.In the glide phase, Jay explains how new students tend to over-use the collective, chasing RPM changes that take several seconds to settle. Meanwhile, the cyclic creates nearly instantaneous changes in rotor energy, making it critical for CFIs to stay physically close to the control. He also explains how instructors sense impending RPM changes: first by feel, then by sound, and only finally by looking at the tachometer. With decision gates at 100, 200, or 300 feet depending on school policy, Jay stresses that CFIs must call “continue” or “my controls” loudly and decisively—because these final seconds determine whether the flare will have the energy required to prevent a hard landing.High-density altitude makes the entire maneuver more unforgiving. True airspeed is higher than indicated, meaning the aircraft carries much more energy into the flare than pilots expect. Jay’s school now reduces target indicated airspeed by five knots above 6,000 feet density altitude to prevent overspeeds, and he describes why even small pre-flare collective movements can trigger a “three-second time bomb” of rotor acceleration that ruins the timing of the flare.Next, Max and Jay turn to simulated engine failures, which Jay classifies as an even higher-risk procedure than standard auto-rotation entries. During a simulated power failure, the instructor deliberately decays the rotor RPM by rolling the throttle toward idle while calling “engine failure” repeatedly until either the student reacts or the horn sounds. At that moment, the instructor must instantly lower collective to preserve rotor inertia. Jay recounts an incident where a student failed to react and the instructor nearly could not recover RPM. He explains why CFIs must avoid initiating these maneuvers at high manifold pressures or within the yellow arc—because the high blade pitch makes rotor decay almost instantaneous. He also describes a dramatic real-world example in which an R22’s air filter box fell off during a practice auto-rotation, causing the engine to quit on its own. The DPE successfully restarted the engine in the flare, highlighting how these skills can become lifesaving instantly.The final segment focuses on off-airport operations—pinnacles, ridges, and confined areas—where helicopter pilots frequently encounter wires, unseen obstacles, brownout, or downdrafts. Jay stresses that performance planning must include a realistic margin between hover-out-of-ground-effect capability and actual required power. Many pilots, he notes, assume they can pull the additional 1.5 inches of manifold pressure available when using carb heat, only to discover the engine reaches full throttle earlier than expected. His school maintains a margin by predicting full-throttle limits ahead of time and abandoning approaches anytime the helicopter approaches that value before the landing zone.Jay explains why low-and-slow approaches are dangerous when the helicopter is below effective translational lift. If RPM begins to decay at 10–20 knots, the pilot cannot use aft cyclic to restore rotor energy without ballooning or unloading the disk. Powering up early and committing to a go-around before the aircraft sinks into a performance trap is essential. Jay recounts a 2023 Utah accident where an R22 attempted to land at 9,000 feet MSL with insufficient power margin; the pilot used left pedal to correct a wind gust, pulling the aircraft into rotor decay and a rollover.Max closes the episode by emphasizing that both CFIs and working pilots must avoid external pressures and refuse to “eat into the margins”—because whether it’s a training flight or a real mission, the helicopter doesn’t care. Jay encourages instructors and students to send in their own stories and techniques, reminding listeners that shared knowledge is one of the strongest tools for improving helicopter safety.Mentioned on the Show:Please take our Listener survey now!Sign up for our book giveaway of Keep Your RPM in the Green Helicopter News:Customs and Border Protection will Train Pilots with Virtual RealityJoby Announces First Flight of Turbine Electric Demonstrator AircraftSix companies gunning for the Army’s Flight School Next programLos Angeles Fire modernizes fleet with two new FIREHAWKsLifeFlight H130 crashes near Nashville, TNNTSB Releases Preliminary Report on California Helicopter CrashHill Helicopters HX50 first flight slips on GT50 engine developmentBASE jumper, found hanging on cliff face rescued

In this episode of the Rotary Wing Show, Max Trescott replays a powerful conversation from Aviation News Talk Episode 37, featuring California Highway Patrol pilot Jan Sears. Jan recounts the dramatic night of October 8, 2017, when he and fellow CHP aircrews helped rescue dozens of people trapped by the Atlas Peak Fire, one of the catastrophic Northern California wildfires that claimed 41 lives and destroyed more than 5,700 structures.Sears, based at Napa County Airport, was on a routine patrol in CHP’s GippsAero GA8 Airvan when he first noticed a strange flicker of light on a hillside north of the airport. Within minutes, that faint glow exploded into a fast-moving inferno. Realizing that winds of 50 to 70 knots were driving the flames toward populated areas, Jan radioed Napa County Fire, providing the exact coordinates using the aircraft’s high-resolution infrared camera.As CHP helicopters H-32 and H-16 joined the scene, crews began an unprecedented series of nighttime rescues. Flying through hurricane-force winds, violent turbulence, and smoke thick enough to make Napa Airport IFR, they pulled roughly 50 people and several pets from danger. Jan remained high above in fixed-wing orbit, relaying coordinates, road conditions, and fire boundaries while watching the chaos unfold below. At times, his own aircraft endured near-severe turbulence as he tried to refuel and return to the area.After landing, Jan and his partner spent hours on the ground knocking on doors, evacuating families, and even extinguishing small fires by hand. He describes the scene as one of the worst conditions he has ever flown in — comparable only to his previous deployment to Hurricane Katrina.In the days that followed, CHP Air Operations continued aerial patrols and damage assessments, flew Cal Fire behaviorists and government officials over burn zones, and monitored for flare-ups. The experience deepened Jan’s appreciation for the teamwork among law enforcement, firefighters, and rescue pilots, all operating beyond normal limits to protect lives.Jan also shares insight into his path to aviation — from paramedic to CHP officer to fixed-wing pilot — and explains what it takes to join CHP’s aviation unit. Applicants must complete the full CHP Academy and law-enforcement service before qualifying for flight training, blending police work with advanced aviation operations under Part 91 standards but Part 135-level discipline.Beyond emergency response, CHP aircraft conduct search-and-rescue, suspect tracking, disaster logistics, and donor transport flights statewide. Jan emphasizes the satisfaction of serving California’s citizens from the sky and encourages listeners to support first responders who risk everything in service of others.This gripping episode offers helicopter pilots, public-safety aviators, and general-aviation enthusiasts a rare inside look at what it’s like to fly life-and-death missions in extreme conditions. It’s a story of professionalism, bravery, and teamwork — and a reminder of why pilots like Jan Sears are true heroes of the rotor-wing world.You can find more information about CHP here, and on the CHP Golden Gate Division Air Operations’ Facebook page. It includes a link to this story that ran on the CBS Evening News, about Pepe Tamayo, a father who had to stay behind because there was only room for four people in the CHP helicopter. CHP made two return trips before they found Pepe and rescued him too.In our interview, Jan Sears referred to an article in LA Times titled Understaffed and overwhelmed, rescuers had to make life-and-death choices as wildfires rages.Click here for the Rotary WIng Show listener survey. 

Max talks with Jay Bunning about the crash of a Robinson R66, VH-KFT, in Australia that claimed the life of its pilot on October 26, 2023. In addition to the final report, ATSB created a video about the crash. The accident offers vital lessons for all pilots flying teetering-rotor systems such as the R22, R44, R66, Bell 206, 505, and others.Mentioned on the ShowPlease take our listener survey to help guide the showHelicopterTrainingVideos.comJay explains that the R66 in this case was nearly new with fewer than 120 hours. The private pilot departed Cessnock Airport for a short VFR flight but diverted east toward the coast to remain clear of clouds at about 1,000 feet. With 25–30-knot southerly winds striking a steep 700-foot headland, the aircraft encountered severe mechanical turbulence. A strong updraft produced a low-G condition—a situation in which the helicopter momentarily loses positive G-force on the rotor system. In that instant, the fuselage and rotor disc move independently, and if the pilot attempts to correct roll with lateral cyclic rather than gentle aft cyclic, mast bumping can occur. Within just 3.4 seconds, the R66 rolled beyond inverted, separated in flight, and crashed into the sea.Thanks to a factory-installed cockpit camera, investigators could analyze the pilot’s exact cyclic movements. The disturbing footage revealed the pilot eating from a bowl with the right hand while the autopilot flew the aircraft. When turbulence hit, the pilot grabbed the cyclic awkwardly with the left hand—unbraced and using the non-dominant arm—while also manipulating a cell phone moments earlier. Jay notes that this combination of distraction, turbulence, and incorrect recovery inputs created a “perfect storm.”The conversation explores the aerodynamics of low-G events, including why teetering systems are vulnerable when unloaded and how horizontal stabilizer design can exacerbate right-roll tendencies. Robinson’s earlier models used an asymmetric stabilizer mounted on the right side of the tail boom, which generated downward lift and contributed to right rolls during low-G conditions. The company has since introduced a symmetrical stabilizer retrofit, now standard on all new helicopters and available at cost to existing owners—a change Jay strongly urges all operators to adopt.Training is another key theme. Jay describes how his flight school safely simulates low-G recognition and recovery without violating limitations, helping pilots build instinctive reactions. “If you feel light in the seat,” he says, “the first response is gentle aft cyclic—never lateral cyclic.” Pilots should also maintain turbulent-air penetration speeds of 60–70 knots instead of cruising at 110 knots, which magnifies control sensitivity and reduces reaction time.Max and Jay broaden the discussion to turbulence awareness and terrain effects. They describe how updrafts form on windward slopes and downdrafts on the lee side, why whitecaps or “cat’s paws” on the water reveal strong surface winds, and how visualizing air like flowing water helps anticipate areas of vertical movement. Both emphasize the importance of scenario-based training—teaching pilots to anticipate risk factors, recognize the first signs of turbulence, and react before a low-G event develops.Human factors were also central to this tragedy. The pilot’s preoccupation with eating and phone use, coupled with reliance on the autopilot, created a delayed response. “Autopilots don’t save you from physics,” Max observes. Jay adds that even moderate turbulence should cue the pilot to disengage automation, slow down, and focus fully on flying.In the final minutes, Max and Jay discuss weather briefings, mountain-wave awareness, and how lenticular clouds or calm surface winds below strong aloft tailwinds can warn of hazardous shear layers. They close with a call for every Robinson owner to upgrade to the symmetrical stabilizer and review low-G recovery techniques.Key Takeaways:Avoid abrupt forward cyclic inputs or pushing over terrain.If you feel light in the seat, use gentle aft cyclic to reload the rotor.Never apply opposite lateral cyclic to correct a right roll.In turbulence, slow to 60–70 knots.Maintain full attention—no food, phones, or multitasking.Consider the symmetrical stabilizer retrofit for added safety.

Max talks with Jay Bunning, CFI and creator of helicoptertrainingvideos.com, for Part 2 of their series on Helicopter Training Safety: Preventing Student Errors. Following up from Part 1, Jay brings real-world accident examples and practical strategies for instructors to manage common mistakes during training flights.We need your help to improve the show! To do that, we need you to take our Rotary Wing Show Listener Survey. We have a new host and the show may change in some ways, and to guide those changes we need your feedback. So please take a few minutes and fill in the survey now. Also, have you ever have you ever thought that you might like to have Internet service available when you’re flying in either a helicopter or a GA aircraft? To learn everything you need to know about how to set up and use Starlink in a small aircraft listen to episode 400 of the Aviation News Talk podcast. And click here to find the bits and pieces you need to make Starlink work.Quick Stops / Rapid DecelerationsJay begins with rapid deceleration or quick stop maneuvers, which require simultaneous control of cyclic, collective, and pedals. He explains why instructors must guard both pedals closely, since students often apply the wrong pedal or fail to add left pedal when raising collective. Improper collective inputs can also create conditions for vortex ring state (VRS), overspeed, or altitude loss. Jay notes the importance of sequencing training—avoiding quick stops immediately after autorotations to prevent negative transfer, since students sometimes confuse the two and roll off throttle. He also highlights an R44 accident where a CFI invented a non-standard rapid decel procedure that ended in rollover—reinforcing why instructors must stick to manufacturer guidanceVortex Ring State (VRS)The conversation moves to vortex ring state, also known as “settling with power.” Jay explains both the traditional recovery—lowering collective and pushing forward cyclic to gain airspeed—and the Vard (lateral) recovery, which uses collective, left pedal, and right cyclic to slide out of the recirculation. While the Vard technique can recover faster, Jay cautions against prolonged drifting, over-banking, or excessive collective input, which can cause yaw or RPM decay. He stresses training students to recognize the first indications of VRS—unusual vibrations, buffeting, or an increasing descent rate—and recover immediately. Riding a helicopter deep into VRS for demonstration purposes has caused accidents, including the in-flight breakup of an AS350 during training. Both Airbus and Robinson have issued safety advisories warning against prolonged or aggressive inputs during VRS demonstrationsHover AutosFinally, Jay addresses hover autorotations, calling them the most complex maneuver for instructors to teach. The challenge lies in managing throttle, pedals, cyclic, and collective inputs—all in under two seconds, especially in the R22. Instructors must guard against incorrect pedal use, premature collective pulls that balloon the aircraft, or students rolling throttle the wrong way. Jay explains how training should progress gradually, starting with throttle roll-offs on the ground, then introducing forward taxi hover autos before moving to stationary hovers. He also cites an R22 dynamic rollover accident caused by gusty winds and improper cyclic control, reinforcing the need to practice only in stable conditions.Key TakeawaysThroughout the episode, Jay stresses several safety principles:Sequence maneuvers wisely to avoid negative transfer.Train students to recognize first symptoms and recover early.Stick to proven, manufacturer-recommended procedures.Instructors must “ghost” maneuvers—mentally flying along and guarding controls.Simulators can safely replicate scenarios like VRS close to the ground.This second part of Max’s conversation with Jay offers valuable insights for CFIs and students alike. By anticipating common errors and adopting safer training practices, instructors can reduce risk and help prevent accidents that still appear far too often in helicopter operations

Max welcomes Jay Bunning, flight instructor, FAA Safety Team representative, and founder of HelicopterTrainingVideos.com, for Part 1 of a two-part discussion on helicopter training safety and preventing dangerous student errors.Mentioned on the ShowPlease Take our Listener Survey to help guide the future of the showEnter a giveaway to win a copy of Keep Your RPM in the GreenBuilding a Safer Training ProgramJay describes how accident reports, maintenance events, and safety management systems (SMS) have shaped the “Dangerous Student Errors” training program at his flight school. By cataloging and simulating common hazards, new instructors can practice recognizing and intervening before student mistakes lead to costly accidents.Guarding the ControlsA central theme is how CFIs should properly “guard” helicopter controls:Pedals: using a right-leg brace to block incorrect yaw inputs.Collective: keeping a loose monitoring hand to sense movement.Throttle: using different grip levels, from light monitoring to strong “death grip,” depending on the maneuver.Cyclic: applying a color-coded green, yellow, and red system for levels of guarding.Jay explains that instructors must strike a balance—being ready to intervene instantly, but still allowing students to feel and learn from the aircraft.Ghosting Maneuvers & Freezing on ControlsJay introduces ghosting maneuvers, a technique where instructors mentally fly the maneuver simultaneously so they can immediately recognize deviations. He also discusses how to handle students who freeze on the controls, including using leverage, physical prompts, and clear communication.Common Errors in TrainingThe discussion covers some of the riskiest points in instruction:Overspeeds during liftoff caused by tight throttle grips.Pedal mis-inputs during pickups and set-downs, especially on grass.Student frustration and fatigue during hover training.The importance of pre-briefing slope operations and approaches.Jay emphasizes that mistakes are part of learning, but instructors must ensure they stay safe mistakes—not accidents.Resources for Students & CFIsFinally, Jay introduces HelicopterTrainingVideos.com, a free resource with videos, articles, quizzes, and a podcast for helicopter students and instructors. His mission is to make helicopter training safer and more efficient worldwide.This first part of the conversation lays the groundwork for understanding student error patterns and developing CFI techniques to manage them. Part 2 will continue with advanced maneuvers and safety scenarios.

Helicopter Human Factors & Safety Lessons for All Pilots takes a deep dive into the psychology, stress responses, and decision-making processes that shape helicopter safety. Host Max Trescott interviews Richard Mornington-Sanford, a world-renowned instructor, consultant for Robinson Helicopter Company, and author of Keep Your RPM in the Green. Listeners can also enter a giveaway to win a copy of Richard's book, by listening to the show for the link to enter to win. Richard brings decades of experience training pilots on the Robinson R22, R44, and R66, the most widely flown light helicopters in the world. While the discussion focuses on Robinson models, the human factors and safety principles apply to every helicopter pilot.The episode begins with a technical discussion of autorotations: why rolling off the throttle too quickly in a fuel-injected engine can cause a “rich cut” that leads to engine stoppage, and why applying carburetor heat well before reducing power is critical in carbureted Robinson helicopters. Richard contrasts the behavior of the R22 and R44 under carburetor icing, noting how subtle design differences affect pilot workload.From there, Max and Richard explore the psychological traps that pilots fall into. Richard argues that pilots should actively look for a reason not to fly, since optimism, investment bias, and passenger pressure often push them toward risky decisions. Canceling a flight, he stresses, is a skill pilots must practice during training to build confidence in making conservative choices.The conversation highlights the startle effect, in which stress floods the body with adrenaline and cortisol, shutting down rational thought, fine motor skills, and even hearing. Richard recounts a harrowing training flight in Russia where a pilot froze on the controls during a zero-airspeed autorotation. Despite commands, the pilot couldn’t respond—his brain had shut down. Only when the interpreter touched the pilot’s shoulder did he release the controls, saving both lives.Other key safety lessons include:Low RPM emergencies in Robinson helicopters and why training should emphasize manual throttle skills, not just reliance on the governor.The importance of a deteriorating weather trigger—a preplanned visibility minimum that prompts immediate diversion, landing, or return to base.Recognizing how expectation bias can cause pilots to misinterpret what they see on the ground, leading to navigation errors.Why precautionary landings are always safer than pressing into poor conditions, and why regulators support these decisions.Richard also stresses that human limitations are universal: even experienced pilots can freeze under stress or rationalize unsafe flights. By training realistically, practicing emergency procedures, and being honest with passengers about risks, pilots can greatly improve their margin of safety.This episode is essential listening for Robinson R22, R44, and R66 pilots, as well as flight instructors, students, and any rotorcraft pilot who wants to better understand human factors, stress, and risk management in helicopter flying.Please check out these other podcasts in the Aviation News Talk Network:Aviation News TalkNTSB News Talk Podcast UAV News Talk Podcast Richard's websiteBuy Richard's Keep Your RPM in the Green book

Max Trescott talks with Ken Solosky, the NYPD's Chief Pilot on 9/11, about his experiences managing helicopter operations on one of the most catastrophic days in American history. Though Ken wasn’t flying at the moment of the attacks, he was on the ground coordinating the NYPD’s aviation response. He recounts how what began as a seemingly routine aircraft accident quickly escalated into a full-blown national emergency. The aviation unit scrambled a standard rescue package—Bell 412s with divers and crew chiefs, and patrol helicopters—only to face total communication breakdowns. Cell service and landlines failed, radio channels were overloaded, and misinformation, including reports of enemy fighter jets, created unprecedented confusion.Ken recalls the surreal moment of watching the second plane hit the South Tower live on TV and initially being unable to process the reality. He explains why rooftop rescues weren’t feasible—smoke obscured visibility, doors were locked or inaccessible, and the risk of engine flameout in the intense heat made the mission too dangerous. Still, he and his team documented the scene extensively and continued daily aerial photography for nearly a year afterward.Ken describes how foreign and domestic aviation units offered immediate support, with helicopters arriving from other cities—even LAPD offering to send their fleet. Yet due to lack of coordination, many of these aircraft were unknown to NYPD at the time and went unused in the response. He speaks candidly about the emotional toll, having lost 10 close friends among the 23 NYPD officers killed, and how that pain continues with the rise in 9/11-related cancer deaths among first responders.Post-9/11, Ken was instrumental in implementing a “96-hour standalone” plan for the NYPD, designed to maintain operations without headquarters support. Staffing schedules were restructured to ensure long-term response capacity. He shares how the aviation unit has evolved over the years—growing from six helicopters to a modern fleet including Bell 429s, a Bell 407 trainer, and a fixed-wing Caravan used for radiation scanning of incoming ships to New York Harbor.Ken also offers a detailed look at what a typical day is like for an NYPD pilot—flying patrol missions, conducting surveillance, responding to foot and vehicle pursuits, and supporting SWAT teams. He explains how the aircraft are equipped with cutting-edge tools like high-def thermal imagers, tactical radios, moving maps, and address-targeting cameras that can zoom in on a license plate from miles away. These tools enable precise coordination with ground teams and real-time intelligence, greatly improving safety and effectiveness.The conversation also delves into pilot recruitment and training, safety management system (SMS) implementation, and Ken’s personal advice for those interested in joining a law enforcement aviation unit. He emphasizes that character and work ethic matter just as much as flight hours.In lighter moments, Ken shares stories of flying Barbara Bush to West Point when Marine One had mechanical issues, and being told by Yankees legend Derek Jeter that flying for the NYPD was cooler than being the Yankees’ shortstop. He also describes dramatic rescues, like locating a man stranded on a sandbar after his friend swam off—and later finding that friend safe on another island.Ken currently flies both a Bell 407 and an Augusta 109 for corporate clients and continues to teach and speak for the FAA and EAA. His legacy and continued contribution to aviation safety and training are evident throughout the episode. The interview is both a sobering reflection on 9/11 and a celebration of how aviation supports public safety in today’s complex world.Mentioned on the Show:Ken Solosky's "Solo Sky" YouTube ChannelAviation News Talk PodcastNTSB News Talk PodcastUAV News Talk Podcast

This episode originally ran on the Aviation News Talk podcast. In it, Max Trescott interviews Dr. John Trowbridge, a physician and former senior Aviation Medical Examiner, to tackle a hidden yet critical safety topic: how over-the-counter (OTC) and prescription medications contribute to general aviation accidents. Studies have found that up to 40% of fatal accidents involve pilots with impairing substances in their system—ranging from allergy medications to sleep aids to alcohol. The problem? Many of these substances are legal and even commonplace, yet can significantly degrade judgment, memory, attention, and coordination.Dr. Trowbridge emphasizes that many pilots—and even their doctors—are unaware of FAA wait-time guidelines. He explains the FAA’s “5x rule,” which states that a pilot must wait five times the recommended dosage interval before flying. So if a medication is taken every six hours, the pilot should wait 30 hours after the last dose. For 24-hour medications like Zyrtec, the wait time stretches to five full days.The discussion highlights the particular dangers of first-generation antihistamines like Benadryl (diphenhydramine), which are highly sedating and frequently found in sleep aids like Tylenol PM, NyQuil, and Unisom. These medications, even when taken the night before, can impair cognitive function well into the next day. Alarmingly, Benadryl is the most commonly detected OTC drug in fatal GA accidents.Dr. Trowbridge also warns about second-generation antihistamines like Zyrtec and Xyzal. While marketed as “non-drowsy,” these can still cause subtle sedation, especially in combination with alcohol or other medications. Alternatives like Allegra and Claritin are usually safer and FAA-approved—but only after personal ground-testing and AME consultation.Beyond antihistamines, they explore other drug categories. For pain relief, medications like aspirin, Tylenol, ibuprofen, and Aleve are generally safe, but anything with “PM” on the label likely contains sedating ingredients. Prescription painkillers like codeine are outright disqualifying. Dr. Trowbridge shares unconventional options too, like topical lidocaine, coconut oil, and even horse liniment—though with cautions about application and legality.Sleep aids are another minefield. Melatonin is the only one on the FAA’s “go list,” and even it should be ground-tested first. Nasal decongestants such as Afrin and Sudafed can raise blood pressure and cause jitteriness, making natural remedies like saline rinses or cool vapor inhalation preferable.Cough medications also pose risks. Products with dextromethorphan (like DayQuil or Delsym) can sedate, as can multi-symptom formulas marked “PM” or “nighttime.” Gastrointestinal issues are more straightforward: most antacids like Tums and Maalox are safe, but anti-diarrheals like Imodium are not, due to sedation risks. UTIs are covered with non-sedating options like AZO and D-Mannose, but Dr. Trowbridge cautions pilots never to fly if symptomatic or on unfamiliar antibiotics.The conversation then turns to alcohol. The FAA’s limit is 0.04%, but even lower levels can impair judgment, night vision, and reaction time—especially when combined with other medications or altitude-related hypoxia. Max cites an older FAA study showing that alcohol above 0.04% was found in 7% of fatal pilot crashes, with 3% involving both alcohol and drugs.Finally, Dr. Trowbridge emphasizes the importance of pilot self-awareness and due diligence. Most doctors are not trained in FAA regulations and may prescribe disqualifying medications unless reminded. He urges pilots to always research their medications, consult their AME, and even speak with pharmacists about interactions and cognitive side effects.Dr. Trowbridge’s website, ClearedForTakeoff.info, offers in-depth presentations on pilot health concerns like sleep, sinus issues, inflammation, and safe alternatives to disqualifying drugs. His goal is to help pilots avoid both illness and medication risks, empowering them to stay flying—and stay safe.If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.Support the Show by buying a Lightspeed ANR HeadsetsMax has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Rotary Wing Show.Lightspeed Delta Zulu Headset $1299Lightspeed Zulu 4 Headset $1099Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749My Review on the Lightspeed Delta ZuluSend us your feedback or comments via emailIf you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone.Mentioned on the Show:Dr. Trowbridge’s website, ClearedForTakeoff.infoAviation News Talk PodcastNTSB News Talk PodcastUAV News Talk Podcast

Max Trescott is joined by DPE Matt Johnson for a comprehensive and engaging mock oral checkride focused on the private helicopter pilot certification. This episode, one of the most popular styles in the Rotary Wing Show and Aviation News Talk history, simulates the real-world experience of sitting for an FAA practical test, complete with detailed discussions of eligibility, regulations, systems knowledge, and scenario-based questions.Matt begins by describing his pre-checkride procedures, including document verification, aircraft records review, and setting a comfortable environment for the applicant. He emphasizes the three-legged stool concept: the examiner must be qualified, the aircraft must be airworthy, and the applicant must meet all regulatory requirements. To build rapport, Matt asks Max who his first passenger would be, which Matt then cleverly weaves into multiple checkride scenarios.The mock oral kicks off with pilot certification and recency requirements under FAR 61.57, followed by an in-depth discussion of Robinson-specific endorsements under SFAR 73. Max correctly explains the need for an additional PIC endorsement after passing the checkride and describes the required flight reviews based on time-in-type.The two then explore aircraft documents using the AROW mnemonic and systems such as weight and balance. Max demonstrates knowledge of performance planning, Vne adjustments, retreating blade stall, and preflight procedures. He uses both the PAVE and I'M SAFE checklists to explain how he assesses his personal readiness before a flight.Matt tests Max's cross-country planning, asking about checkpoint selection, altitude choice, and airspace compliance. Max describes navigating around Hayward, California, and into the Central Valley, carefully avoiding Class B and C airspace. The discussion extends into weather analysis, interpretation of AIRMETs and SIGMETs, and use of EFB tools for inflight awareness.In the systems and emergencies portion, Max explains operation of the electrical system, what to do in case of alternator or battery failure, and how the engine continues to operate using magnetos. They also dive into clutch actuator warnings, rotor system dynamics (free-teetering under-slung system), and the hazards of low-G mast bumping, vortex ring state, and forward CG conditions.For add-on ratings, Matt details how the helicopter ACS matrix minimizes the oral scope for already-rated pilots. They compare traffic pattern procedures for helicopters versus airplanes, discuss airport lighting for heliports, and reinforce unique requirements like helipad rotating beacon colors (green-yellow-white).Throughout the oral, Matt guides the conversation in a scenario-based manner to simulate a real checkride. He weaves in questions on regulations, performance charts, and even cross-references student answers to determine when to revisit topics like weight and balance, systems, or weather.The episode wraps just before the preflight inspection begins, with Matt outlining the structure of the flight portion, which would include autorotations, hover maneuvers, and a post-flight debrief.This detailed, realistic mock checkride offers exceptional value for both helicopter students and fixed-wing pilots considering a rotorcraft add-on. It brings listeners inside the mind of a DPE and prepares them for what to expect on test day—covering not just the “what” but the “why” behind FAA testing standards.If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.Support the Show by buying a Lightspeed ANR HeadsetsMax has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Rotary Wing Show. Lightspeed Delta Zulu Headset $1299Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via emailIf you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone.Mentioned on the Show:Matt Johnson's websiteAviation News Talk PodcastNTSB News Talk PodcastUAV News Talk PodcastIf you purchase a product through a link on our site, we may receive compensation.

In this special episode of The Rotary Wing Show, titled Top 10 Helicopter Stories + Helicopter News, aviation podcaster Max Trescott officially takes the reins from longtime host Mick Cullen. The episode celebrates the legacy of the podcast while looking forward to its new direction—with Max blending classic storytelling and timely helicopter news.Mick kicks things off by sharing how he created the show in Australia to connect helicopter pilots working in isolated environments. With a passion for online marketing and storytelling, he built a platform where rotorcraft professionals could share their experiences with a global audience.Together, Mick and Max count down 10 of the most impactful helicopter stories from past episodes:Mike Durant (Ep. 34) – The Black Hawk Down pilot shares powerful war stories and lessons from special operations aviation.Rob Mason (Ep. 46) – Vietnam veteran and Chickenhawk author delivers raw insight into helicopter combat.Harry Benson (Ep. 67) – British pilot recounts helicopter operations in the Falklands War.Peter Gillies (Ep. 41) – “Cyclic back” technique for emergency response—a must-hear safety episode.Matt Barker (Ep. 56) – The infamous “chicken bone story” that listeners can’t forget.Richard Morningstar Sanford (Eps. 93, 103) – Offers deep technical dives into governor systems and carburetor icing in Robinson helicopters.Dan Parsons (Ep. 109) – Analyzes a Pasadena Police Department accident and the systemic causes behind it.Kevin Humphreys (Eps. 70 and Ep. 71)– Opens up about mental health in aviation and the importance of speaking out.Mike Atkinson (Ep. 75)– Shares survival flying stories from the Australian Army and appearing on the TV series Alone.Shawn Coyle (Ep. 19) and Dennis Kenyon (Eps. 14 and Ep. 15) – Interviews that preserved the voices of helicopter legends before their passing.Max shares how the show helped him during his own training for a helicopter add-on rating, often listening during long drives to the flight school. He explains how stories like Sanford’s technical breakdowns directly improved his flying and understanding.Looking ahead, Max announces that the podcast will often now feature helicopter news updates—much like his Aviation News Talk show. This week’s news headlines include:🛫 FAA reroutes helicopter corridors near Washington Reagan National Airport to improve safety.🎓 U.S. Army revamps pilot training, with a possible shift to contractor-run flight schools using Robinson R66 helicopters.🌊 Robinson R44 ditching in Ecuador, with video footage of the emergency landing and a safe outcome for all aboard.🚁 Nassau County Police under FAA review after low hover maneuvers at a crowded beach stirred public backlash. Similar 2018 incident at Penn State⚖️ New Zealand pilot sentenced for offering unlicensed commercial helicopter rides.❗ NTSB report on EC130 crash cites pilot's use of sedating medications as a contributing factor in a fatal loss-of-control accident.🇨🇦 Nova Scotia asks the public to name its new fleet of H125 helicopters, used in wildfire response.In a heartfelt moment, Mick spotlights one of his proudest achievements: World Helicopter Day, held annually on the third Sunday in August (August 17 in 2025). Created as a grassroots event to promote helicopter awareness, it has grown to include events around the world—from Australia to Serbia to New York. Mick encourages operators and flight schools to use the day to connect with the public, host open houses, and inspire the next generation of pilots.As the show closes, Max promises to honor the storytelling tradition of The Rotary Wing Show while bringing new energy and information to helicopter enthusiasts worldwide.Whether you’re a career rotorcraft pilot, a flight student, or simply curious about helicopter operations, this episode delivers a powerful mix of legacy stories and breaking news. It’s the perfect on-ramp for both longtime fans and new listeners.

The flying you will get to hear about in this episode is a reminder about the difference your helicopter skillset can make to people that are in harms way, and that there is nothing quite like these machines. It also earnt those involved distinguished flying crosses. In September 2020, the California National Guard rescued nearly … Continue reading "RWS 113 – 2020 Creek Fire California Rescues w/ US National Guard"The post RWS 113 – 2020 Creek Fire California Rescues w/ US National Guard appeared first on The Rotary Wing Show Podcast.

Kylle Fenton is an Air Crew Officer (ACO) involved in air rescue and ambulance operations supporting NSW, Australia communities. He is more accustomed to being the one to bring the resources, rescue and safety to others in “the worst day of their life”.  In this episode Kylle tells a gripping story of when he and … Continue reading "RWS 112 – What Do Army Loadmasters Do and an Amazing Story of Flood Rescue in the Town of Eugowra Nov 2022 with Kylle Fenton"The post RWS 112 – What Do Army Loadmasters Do and an Amazing Story of Flood Rescue in the Town of Eugowra Nov 2022 with Kylle Fenton appeared first on The Rotary Wing Show Podcast.

James Koens is a Check and Training Aircrew Officer on very expensive rescue/aeromedical helicopters. He also finds time to be a helicopter charter pilot, Army Reserve aircrewman, volunteer rural firefighter and a podcast host. This episode is being pushed out the door half cooked so that you can hear it sooner. Please forgive any short … Continue reading "RWS 111 – Rescue Helicopter Crew Duties to 4300km R22 Ferry Through Remote Australia w/ James Koens"The post RWS 111 – Rescue Helicopter Crew Duties to 4300km R22 Ferry Through Remote Australia w/ James Koens appeared first on The Rotary Wing Show Podcast.

Have you applied the idea of situational awareness to weather before? Knowing what the weather was doing, what the weather is now and what it will be in the future. With access to the right weather products and knowing more about how they are developed you can level up your pre-flight weather assessment.  Weather is … Continue reading "RWS 110 – Better Weather Situational Awareness with Matt Johnson"The post RWS 110 – Better Weather Situational Awareness with Matt Johnson appeared first on The Rotary Wing Show Podcast.

You have probably seen the video clip on social media multiple times – a OH-58 comes into land and as it touches down the blades contact another helicopter ground running beside it. Both aircraft are destroyed in spectacular manner but luckily there is no loss of life. In this episode we give a lot more … Continue reading "RWS 109 – Going Beyond the Social Media Clip – Pasadena PD Accident (2012) with Dan Parsons"The post RWS 109 – Going Beyond the Social Media Clip – Pasadena PD Accident (2012) with Dan Parsons appeared first on The Rotary Wing Show Podcast.

As aircrew we spend a huge amount of time training for different circumstances and emergencies. Dealing with a burning flare in your cockpit fired from a wingman’s aircraft is not one of these circumstances!! Add in the complications of being a few thousand feet in the air, over hostile controlled land and in a sealed … Continue reading "RWS 108 – Sharing an Apache Cockpit with a Burning Flare with Clive Richardson"The post RWS 108 – Sharing an Apache Cockpit with a Burning Flare with Clive Richardson appeared first on The Rotary Wing Show Podcast.

Halfway through 2021, the Australian Transport Safety Bureau (ATSB) put out a call for assistance for information from the aviation community. What they are looking for is feedback or more information about any ground handling incidents on Robinson type helicopters, especially focused on the aft tail cone bulkhead or tail rotor gearbox areas  If you … Continue reading "RWS 107 – ATSB Request for Information with Robert Chopin"The post RWS 107 – ATSB Request for Information with Robert Chopin appeared first on The Rotary Wing Show Podcast.

Cattle are big business in Australia. Rough round numbers has us at 25 million head of cattle and the industry employs somewhere around 200,000 people. Australia is the 3rd largest beef exporter in the world. The cattle industry also contributes a sizable chunk of the annual helicopter hours flown in Australia.  One set of figures I … Continue reading "RWS 106 – Mustering with Sam Chisholm"The post RWS 106 – Mustering with Sam Chisholm appeared first on The Rotary Wing Show Podcast.

Chatter in the cabin starts to die down, you have reduced power and started to bleed back the airspeed. Outside your world is starting to shrink as the conditions start to deteriorate. You lean forward in your seat to try and see a little further ahead. The VSI is showing a descent as you keep … Continue reading "RWS 105 – Enroute Decision Point with Miles Dunagan"The post RWS 105 – Enroute Decision Point with Miles Dunagan appeared first on The Rotary Wing Show Podcast.

How would you like to have been holding a steady hover and taking off and landing at 3 hours of helicopter flight time? Chris Ryan couldn’t afford helicopter lessons so he built himself a simulator to practice at home. His instructor was so impressed at his progress that he encouraged Chris to turn the simulator … Continue reading "RWS 104 – Virtual Reality Simulators 2021 Revisit with Chris Ryan"The post RWS 104 – Virtual Reality Simulators 2021 Revisit with Chris Ryan appeared first on The Rotary Wing Show Podcast.

Before this episode if you told me that there was more than an hour conversation that you could get out of talking about the governor in Robinson type helicopters I would have been dubious. I was wrong! Today we have back on the show pilot and engineer Richard Mornington-Sanford. Richard Mornington-Sanford was an engineer in … Continue reading "RWS 103 – Robinson Governor Operation with Richard Mornington-Sanford"The post RWS 103 – Robinson Governor Operation with Richard Mornington-Sanford appeared first on The Rotary Wing Show Podcast.

If the images and text on the page of your aerodynamic textbook are starting to blur together then it might be time to take a break and try to ingest the information using another format. Jacob from the YouTube channel Helicopter Lessons in 10 Minutes or Less is an Apache instructor and standards officer who … Continue reading "RWS 102 – Helicopter Lessons in 10 Minutes or Less with Jacob"The post RWS 102 – Helicopter Lessons in 10 Minutes or Less with Jacob appeared first on The Rotary Wing Show Podcast.

Helicopters make fantastic photo subjects! There is still something special about flying that captures the human spirit and the intrinsic movement and energy in a helicopter especially so. Mark Watterson has been photographing helicopters professionally since 2014. He shares some tips for how best to work with aerial photographers for a great product.  Mark has … Continue reading "RWS 101 – Air to Air Photography with Mark Watterson"The post RWS 101 – Air to Air Photography with Mark Watterson appeared first on The Rotary Wing Show Podcast.

Two US National Guard pilots are developing a new training tool to reduce the risk of and improve the fidelity of reduced visual environment training. IIMC, dust landings and white outs have all been the causes of both training mishaps and real world accidents and deaths. We talk about what it missing in the current … Continue reading "RWS 100 – Degraded Visibility Training with Tyson Phillips and Andre Lavallee"The post RWS 100 – Degraded Visibility Training with Tyson Phillips and Andre Lavallee appeared first on The Rotary Wing Show Podcast.

It is not unusual for helicopter pilots to take a winding route to before they end up with a career in the cockpit. Tryggvi worked as a baggage handler, in flight operations and as a quality auditor before taking on a flying job. Now he is flying for the Icelandic Coast Guard on missions as … Continue reading "RWS 99 – Helicopter Flying in Iceland with Tryggvi Helgason" The post RWS 99 – Helicopter Flying in Iceland with Tryggvi Helgason appeared first on The Rotary Wing Show Podcast.

Before a helicopter approaches to an oil rig there are checks and safety procedures to be followed on the rig in preparation – the deck is cleared, cranes are moved out of the way and gas venting is stopped. When the landing rig is misidentified and an approach flown to the wrong landing deck the … Continue reading "RWS 98 – Wrong Deck Landings and Approach Detection with Jon Davis" The post RWS 98 – Wrong Deck Landings and Approach Detection with Jon Davis appeared first on The Rotary Wing Show Podcast.

Jerry Grayson returns to the Rotary Wing Show with an update on his next adventure following a packed career in the cockpit as a SAR and film pilot. Now-a-days he keeps his feet on the ground but leverages his experience in the operation of drones – and he thinks it might be a good time … Continue reading "RWS 97 – A Possible Helicopter Career Plan B with Jerry Grayson" The post RWS 97 – A Possible Helicopter Career Plan B with Jerry Grayson appeared first on The Rotary Wing Show Podcast.

Richard (Rick) Howell started spinning spanners on aircraft in 1960 as a QANTAS apprentice. Since then he has flown all through Australia and PNG including a 29 year run as a pilot for the Australian Broadcasting Corporation.  Rick and his twin brother John both started in aviation at the same time which presented a number … Continue reading "RWS 96 – What I’ve Been Doing for the Last 60 Years with Richard Howell" The post RWS 96 – What I’ve Been Doing for the Last 60 Years with Richard Howell appeared first on The Rotary Wing Show Podcast.

Working in the helicopter media part of the industry Elan Head gets to talk to a wide range of people and over time has had the opportunity to take the controls of a wide range of helicopters. This gives her a unique vantage point to talk about the many roles that helicopters perform and some … Continue reading "RWS 95 – Adventures in Helicopter Media with Elan Head" The post RWS 95 – Adventures in Helicopter Media with Elan Head appeared first on The Rotary Wing Show Podcast.

Electronic news gathering or ENG is the term that those in the helicopter news corner of the industry use to capture their operations. As a platform to provide real time on-scene video at short notice over a city nothing so far beats a helicopter.     As consumers of news media we have become pretty accustomed … Continue reading "RWS 94 – News Helicopter Ops Over Los Angeles with Larry Welk" The post RWS 94 – News Helicopter Ops Over Los Angeles with Larry Welk appeared first on The Rotary Wing Show Podcast.

Most piston engine pilots will be at least passingly familiar with the theory behind the formation of carburetor icing. However most textbooks lean towards the operation of the carburettor in a fixed wing mounted engine. Helicopter engines, predominately the Robinson helicopter types but applicable to others as well, have their own unique challenges when it … Continue reading "RWS 93 – Carburettor Icing in Helicopters with Richard Mornington-Sanford"The post RWS 93 – Carburettor Icing in Helicopters with Richard Mornington-Sanford appeared first on The Rotary Wing Show Podcast.

As versatile as helicopters are there are still tight places where they just can’t land to get people in or out. For overwater flights, rescue teams and some utility operations that means using a hoist or under-slung line to reach someone. A hoist fitted helicopter is not always avaliable. Hence we have the considerations that … Continue reading "RWS 92 – Human External Cargo Helicopter Ops with Jeff Yarnold" The post RWS 92 – Human External Cargo Helicopter Ops with Jeff Yarnold appeared first on The Rotary Wing Show Podcast.

The general line thrown out there is that most helicopter pilots try to spend their careers staying away from wires – the guys and girls flying in the powerline industry get right up close as part of their job. David McColl is a powerline pilot in the US and has built up experience in a … Continue reading "RWS 91 – Helicopter Powerline Operations with David McColl"The post RWS 91 – Helicopter Powerline Operations with David McColl appeared first on The Rotary Wing Show Podcast.

The pace of consumer electronics development far outstrips that of aviation equipment and helicopter installed functionality. Electronic Flight Bags are becoming a fixture in cockpits throughout the industry. For about AUD$799 in 2020 you can bring a range of features with you into any legacy aircraft that would have previously either been impossible or would … Continue reading "RWS 90 – Electronic Flight Bags (EFBs) with Andrew Boniface" The post RWS 90 – Electronic Flight Bags (EFBs) with Andrew Boniface appeared first on The Rotary Wing Show Podcast.

We first looked at night aerial firefighting in episode 65 when the capability had just finished the first trials in Australia. Now with two more fire seasons of experience fighting fires at night, Richard Butterworth is back to give an update on the continuing road map and what as been achieved so far.  Richard Butterworth … Continue reading "RWS 89 – Night Aerial Firefighting 2020 Update with Richard Butterworth" The post RWS 89 – Night Aerial Firefighting 2020 Update with Richard Butterworth appeared first on The Rotary Wing Show Podcast.

Today’s topic is First Solo flights. If you are a student getting ready for your first helicopter solo this is the episode that you want to hear.If you are an instructor sending students solo then you will also definitely want to listen to this one. For everyone else there are some good risk management considerations … Continue reading "RWS 88 – First Solo Flights with Peter Holstein" The post RWS 88 – First Solo Flights with Peter Holstein appeared first on The Rotary Wing Show Podcast.

We spend a lot of time training for emergencies in the air but how much do you know about what happens next or what kicks into gear if you go missing? Luke Brandley is an ex-Huey pilot now working as a Senior Search and Rescue Officer with the Australian Maritime Safety Authority (AMSA). He and … Continue reading "RWS 87 – Search and Rescue at AMSA with Luke Brandley" The post RWS 87 – Search and Rescue at AMSA with Luke Brandley appeared first on The Rotary Wing Show Podcast.

Even if you are not an avid movie goer it is still very likely that you have seen some of Fred North’s work. Fred has been involved in many of the largest Hollywood Blockbusters in recent times either flying helicopter stunts or providing the aerial filming platform. There is a lot that goes into setting … Continue reading "RWS 86 – Going for Height and Film Flying with Fred North" The post RWS 86 – Going for Height and Film Flying with Fred North appeared first on The Rotary Wing Show Podcast.

In the market for a helicopter or just want to know some of the ins and outs of the process? Stephen Boyce has been working in helicopter sales since 2011 and flying them since 1994. Helicopters are high cost purchases and almost always a case of buyer beware. Should you buy new or used? How … Continue reading "RWS 85 – Buying a Helicopter with Stephen Boyce" The post RWS 85 – Buying a Helicopter with Stephen Boyce appeared first on The Rotary Wing Show Podcast.