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siputsedut replied at 7-6-2015 09:44 AM
Sis..kenapa ummah sabahan selalu rasa keseirangan in times of crisis? Sbb media coverage ke? Kelat ...
Hengat dulu time highland tower rs tiap masa ada update..aku rs confused plak..i warched too much entertainment ka or not much updates ka...or i missed the news ka...like banjir dulu pun org kebykan yg try to reach out dulu.. |
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Aku pernah tengok dokumentari kat TV (tak ingat rancangan apa) heli naik kat gunung everest (bukan kat puncak gunung) ambik muatan. Pastu baru nak berlepas terus terhempas kat situ jugak. Diorang sempat rakam heli tu terhempas. Bila siasat punya siasat rupanya heli tu hilang power sebab altitude tinggi dan terlebih muatan.
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heli tuh pilihan paling busuk ..
honestly, bagi aku, aku akan letak jawatan serta merta kalau aku tak mampu nak menapak gunung kinabalu tuh sebagai pasukan keselamatan sama ada bomba, atau yang sewaktu dengannya.. malu gilak ko budak 12 tahun pun berjaya sajork naik..
kalau kata tak mahir selok belok, kan ramai je MG yang ada di bawah yang tak bertugas.. kan mereka juga naik membantu setelah pasukan keselamatan sendu bertindak.. follow aja lah.. bawak telur ajork pun.. siapa tau dalam perjalanan ada yang cedera yang perlu di rawat, ingat MG neh mahir merawat luka?.. patah?
aku yang jauh ne pun mengeletis nak join SAR.. depa yang ada sana siap hisap rokok, selpie bagai sebab tak tau apa nak buat!.. bolo!!.. ngabiskan bantuan makanan yang ada dan mencemar udara sekitar saja hisap rokok buat bodo main henpon.. puih..
tak payah nak selok bab SOP bagai la.. dah mmg SOP ne ko kena hantar ko pergi.. apa langkah2 cara nak menyelamat tuh sendiri punya budi bicara.. kalau nak kata ikut SOP tunggu arahan naik gunung, memang bangang maha agong laaaaa anggota itu..
sakit hati betul tau!! sakittttttnya tuh di sini betullll!!
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huhuhu....
boleh tahan sweet nye muka mendiang vallerian ke macamana ejaan nama malim yg meninggal tu
salam takziah...
teringat pegi kundasang last year....
best memori...sebab suka suasana dekat sana...sejuk, bukit bukau....
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so jadah apa buat heli pad kat area tuh?? buat perhiasan?
bang,
kalau heli dah naik, dan dapat mendarat, bukan suruh angkat semua yang ada.. at least yang cedera.. kalau time tuh tak ada yang cedera area berdekatan, kasik makanan dan selimut / sleeping bag lah bang baru boleh tahan for the next day..
kalu ye pun boleh angkat 5 or 6 person sahaja per trip.. go ahead bang.. selama mana ada masa.. selamatkan seramai yang mampu.. sebab kan dah terang2 diberi amaran AKAN ADA LAGI GEGARAN SUSULAN.. nak biar yang kat atas tuh di sapu batu time tido ke bang?? san andreas sangat kan??
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--kinabalu banyak angin lintang walaupun cuaca nampak clear je
--tak banyak heli yg boleh fly tinggi nuri 12000 , dauphin 19000
--tapi aku fahamlah bila nyawa dihujung tanduk tapi takde bantuan yg tiba |
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Terimakasih mik sbb apa yg mu tulis sama yg dalam hati saya. Sedih sgt ni... |
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NURMIMIE posted on 7-6-2015 11:13 AM
so jadah apa buat heli pad kat area tuh?? buat perhiasan?
bang,
Aku pun tingat g kk ujung tahun lepas. Rasa mcm x percaya sabah bole kene gempa. Kt gunung lak tu |
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vespa_oren replied at 7-6-2015 10:56 AM
Gunung kinabalu bukan ada naik dengan menggunakan heli kan, naper xguna benda tu
mana ada. heli tuk time kecemasan. tuk santai just suka2 nak naik huna heli tu x de. tu pun if guna heli for kecemasan bergantung pd cuaca dan keadaan jgk. gunung kinabalu tu quit tinggi tyk heli naik sebenarnya. |
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Edited by bluemenx at 7-6-2015 11:40 AM
heli pad tu untuk VVIP punya  not purpos buat keja benda heavy cam ni
satu lagi fizik teori helicopter ni.. nak landing kat tempat tinggi..
arah angin perlu betul,
angin kena stabil.. takde angin lintang/ ribut
udara kurang.... power jadi kureng.
kelajuan minimum..
beban jadi terlampau terasa berat
pilot akan jadi mamai.
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Sars team mana ada tulur mau naik gunung. Sampai je atas tulur kecut suda bha. Baik duduk bawah selpie ramai2.  |
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Tired of the often mundane flying tasks in lowland areas? Ever considerapplying to a company with flying contracts in the mountains? Flightsinto mountainous terrain are splendid opportunities to sample nature’sbeauty but they can also threaten the untrained pilot. Fixed-wingpilots transiting the ‘rocks’ seldom face the challenges confrontingtheir rotary-wing brethren. There are many effects that can challengeany helicopter’s capabilities and its pilot’s skills during operationsin vertical terrain. We will now consider these potential limitationsto apprise ‘flatlanders’ of the challenges facing them.
Forthe pilot simply transiting high terrain, it may appear he is above anychallenges. However, a quick look at the Vne limitations chart willshow that most helicopters are significantly restricted on theirindicated cruising speed with increasing height. For instance, a Bell206B at gross weight with a Vne of 140 mph at 3,000 feet will belimited to 84 mph at 10,000 feet. So, for the many pilots accustomed tocruising at 115 mph, it will require a considerable collectivereduction to stay within the limitations. Add a strong headwind and onecan see that range would be significantly limited at the lower cruisespeed – perhaps challenging fuel reserves. Some of the older and/orheavier helicopters produce interesting aerobatics when their Vne isexceeded as they often pitch up and roll with the onset of a retreatingblade stall.
Canada’s mountainous terrain is awe-inspiring withits rugged beauty; however, those huge trees and massive crags aretotally unforgiving as landing areas – especially for emergencylandings. Suitable spots are few and far between. Realistically, littlecan be done about this in terms of connecting landing areas along aroute as the resulting flight would be too circuitous. Mountain pilotsgenerally accept the fact that a power train failure will result in aclose encounter with trees, creeks or rocks – or all three. So,mountain flying requires an attitude adjustment and an acceptance ofthese risks.
High altitudes have other physiological affects aswell. As oxygen’s partial pressure is reduced with height, humanefficiency drops rapidly. Our brains and eyes especially require highoxygen concentrations. As their efficiency drops, so goes our judgementand our ability to assess the challenging situations encountered in themountains. If you are a smoker, the stress increases for an alreadychallenged respiratory system. Moreover, the negative effects ofresidual alcohol double around 7,500 feet. All of the above can alsocontribute to increased levels of fatigue. Clearly, one wants to be fitin all ways to stand a reasonable chance in this high, rugged terrain.
Virtuallyall aspects of the helicopter’s systems suffer performance penalties aswell. Helicopters without ‘de-rated’ engines quickly lose their liftingcapabilities. For instance, a Bell 205’s useful load starts to plungeby 2,500 feet in the limitations chart. Get the Huey to the top of amountain and it can lift no more than an Alouette III or Astar. Whatclient wants to pay a 205’s tariff when a light turbine would sufficeat altitude?
Why the loss in lift? It’s multi-faceted. Turbineengines are like normally aspirated piston powerplants that lose powerquickly with altitude due to the less dense air. Most helicoptersfeature ‘freeturbine’ installations that allow the engine (gasproducer) to accelerate as the rotor’s demands increase to help offsetthe losses. These turbines turn at higher rpms with increasing altitudeuntil they ‘top out’, i.e., reach maximum fuel flow. From this pointon, any increase in pitch will cause rotor droop. This phenomenon isuncommom in the lowlands but, de rigueur in the mountains. Moreover,since the rotor blades are less effective in the less dense air, theoverall lifting efficiency of the helicopter is further degraded.Additionally, antitorque authority is reduced, adding furtherchallenges to a pilot’s workload. While there are techniques tominimize these efficiency loses, mountain pilots quickly learn toreduce loads and airspeeds with decreasing air density.
Allpilots should be aware that increasing ambient temperatures increasedensity altitude – further challenging a helicopter’s performance. The‘hot and high’ combination found during summer mountain ops can resultin DA’s exceeding 10,000 feet – even though a pilot may be working avalley elevation below 5,000 feet. (Temperatures above 27ºC at thisaltitude can do this.)
Because mountains stand proud toprevailing winds, there is often a raging battle between mountain tops,ridges and passes with cloud assaults. A cloud base of 3,000 feet at avalley airport does not guarantee that the pass out of the valley willbe ‘open’ and your proposed landing site in the mountains may beobscured. The significance escalates if that pad is your refuelinglocation!
Landing areas in the mountains tend to provide theirown selection of challenges. Due to environmentalist pressure, the padscut out of the forest tend to be very small and surrounded by hightrees. As a result, pilots are faced with high-density altitudes, steepapproaches, minimal power reserves and situations that often requireenough power to hover out of ground effect to ensure the log or gravelpad is ‘landable.’ Many rudimentary log or gravel pads can be dangerousto rest on due to their unstable nature and pilots need to exerciseextreme caution when considering a customer’s observations about thesuitability of a landing site. Due to pad size limitations, pilotsoften deplane their passengers on narrow ridge prominences in a semihover by holding the helicopter steady while their passengers and cargoare unloaded. Gusty winds or unplanned C of G changes with passengermovement while loading or unloading can further challenge during theseprecise hovering tests.
Winds and their resulting currentscaused by mountains are our best friends and worst enemies. Updraftsprovide additional lift – often exceeding the power loss we suffer withaltitude. I have seen occasions when I have been unable to land on amountain ridge as the helicopter was in a climb whilst the collectivewas bottomed in a state of autorotation! (A Sikorsky S-58T at 13,000pounds gross weight!)
Conversely, downdrafts of 1,000-2,000 fpmwill exceed our best climb rates and the turbulence within can easilycause your bone dome and cockpit ceiling to merge – forcibly! Seasonedmountain pilots learn to ‘read’ the wind conditions so they can use thelift to their advantage and avoid the sink. But it takes a lot of timeto be a good ‘reader’. In fact, rocky barriers create their ownwindflow. Sometimes it is updrafts on sunny rock faces and downdraftsin shady areas and it is even possible to meet hurricane-force windscascading down glacial valleys late in the evening. These katabaticwinds occur when air is cooled over the ice and, becoming heavier,begins to sink down the slopes building up inertia to speeds that havebeen recorded above 100 mph.
Small pads with tall tree obstaclesforce pilots to make steeper approaches and these often lead to vortexring state conditions with potential catastrophic results. Goodmountain pilots learn to make as flat an approach as conditions willallow while keeping the disk loaded throughout the approach.
Prairiepilots will also find navigating in the mountains a conundrum – just asmountain pilots often experience difficulty navigating over thegrasslands. Because mountains and roads are not aligned with referenceto true north, map reading and compass work become more important sincemountains are very similar in appearance. As a prairietrained pilot, Iwas ‘temporarily unsure of my position’ many times during my earlymountain operations and became quite adept at ‘lost orientation’procedures.
A further difficulty converting to flying in therocks is determining the horizon’s location. In the flatlands, givengood visibility, the horizon is obvious. In mountainous terrain,various visual cues prove misleading and this is exacerbated in fallingrain leading pilots to fly too low when approaching a ridge.
Sincethe effects of decreasing pressure, density altitude, rotorcraftdynamics and human physiology can be cumulative, it is easy tounderstand why mountain flying can be exceedingly challenging – andperhaps scary. But it doesn’t have to be. There are a number ofcompanies and courses available to teach neophytes how to conquer theobstacles – those that are vertical and those that haunt our greymatter. The rewards, financial and spiritual, make learning the skillsand overcoming the challenges more than worthwhile. |
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NURMIMIE replied at 7-6-2015 11:09 AM
heli tuh pilihan paling busuk ..
honestly, bagi aku, aku akan letak jawatan serta merta kalau a ...
tu la mimi. aku pun pk benda yg sama. if team SAR semua tu rasa dia org tak mahir jln naik gunung tu, kan boleh je mntk bantuan kat Kinabalu Park to get them MG yg mahir yg kat bawah, yg x bertugas time tu tuk tolong. ko tolong aku, aku tolong ko, kita sama2 tolong yg lain. gitu konsepnya. then together la ko bkk path baru ... bergoyong royong. mmg kejadah kalau betul mereka cuma tunggu dibawah dan hanya mengharapkan all the MG yg buat kerja menyelamat.
iols mcm nak suruh @chazey hntr personally to kinabalu park, our thank you dan appreciation card ke banner ke bunting ke ...to all the heroes .... from the bottom of all cari forumer. ko boleh buat x mek cezi? |
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Dalam situasi genting semua perlu diselamatkan.
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bertabah la semua kwn2 & poremers kat sana..
iols & family baru je balik dari sana.. terasa nyaman & tenang sgt kat sana..
tetiba baru je sampai umah dikejutkan dgn berita ni.. |
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Post time 7-6-2015 11:06 AM
Post time 7-6-2015 11:49 AM
