I'd Rather Fly a Chopper

  To Godavari and Vagmi.

  And the many generations of storytellers and listeners

  CONTENTS

  Chopper–Chopper Everywhere

  STRANGER THAN FICTION

  Strange Encounters

  Aisa Bhi Hota Hai

  ACTION CHRONICLES

  A Glance at Chopper Operations

  Videshi Melee (Mela!)

  TOUCHING ALL CORNERS

  Purabi Prakash

  Uttari Utkrishti

  Adbhut Andaman and Nicobar

  Dakshin Drishtikone

  Madhyam Mela

  Epilogue

  About the Book

  About the Author

  Copyright

  CHOPPER–CHOPPER EVERYWHERE

  UBIQUITY, OR THE ability to be present anywhere, is an apt description for a helicopter, colloquially known as a ‘chopper’ in the Indian military. Most people are amazed that it can fly at all—but it does and like none other. The following stories and anecdotes bring out its uniqueness as a machine and also the many misfortunes awaiting a pilot who is not serious or focused on flying it!

  While humour is in the mind of the beholder, these tales, like the rest of the book, bring out the funny part behind a serious job! They bring out the fun of being a chopper pilot while undertaking risky work. The aerodynamics of helicopter-flying and the accidents waiting to happen are difficult subjects even for experienced pilots. However, these stories break them down into simple and understandable ‘stuff’ for all readers.

  Why These Stories?

  I have been a helicopter pilot in the Indian Air Force (IAF) since January 1983. The first chopper I flew was a French Alouette III (Chetak) at the Helicopter Training School (HTS), Hyderabad. At the end of basic training at the Air Force Academy, Hyderabad, I had fought my way to choose helicopter-flying over the more sought-after fighter-plane-flying despite scoring high in overall merit in the course. At that time, my motivation was to join the future of combat, namely, attack helicopters. It came from reading about the West (NATO) versus Soviet (Warsaw)-projected conflicts, which were so popular at that point of time.

  Ironically, despite a reasonable professional record and preference expressed every year, I did not get posted to an attack-helicopter squadron. So, do I regret my choice to swim against the tide at the beginning of my career? Never! I have had the privilege and God-sent opportunity to serve and interact with citizens of India in virtually every state of this nation in very special ways. I have had opportunities to experience combat multiple times, and a lifelong window to do my bit towards nation-building. All because of a ubiquitous and versatile aviation marvel—a helicopter, or chopper.

  The chopper is so versatile that it is omnipresent in all crises: infrastructure development, political happenings and any other event that attracts public attention. Above all, helicopters have saved millions of lives across the world. I have worked shoulder to shoulder with people who have made this nation what it is today, especially in the underdeveloped frontiers along the Himalayas. I have spent nights in the exotic huts of tribals in Ladakh, Lahaul and Spiti, Arunachal Pradesh, Nagaland, Mizoram and Middle Andaman and Great Nicobar, among other places. They were truly priceless experiences.

  When I started sharing some of my stories with my family and close friends, considerable disbelief was common. Friends who had rarely been out of metros, except for well-planned holidays abroad, could just not fathom the rich diversity their own country offered. Children loved my animal stories, and the aeroplanes and helicopters always excited them. Many young air warriors of my service are not aware of how life and work was managed far more frugally and fruitfully even without mobile phones or the internet!

  My aim in penning down these stories is to bring out the diversity of India across its farthest corners, and also how life has changed over the decades in the air force in particular. While the ‘lightness’ and humour are intentional, in no way should it give the impression that a chopper pilot’s job is less risky or less demanding. A ‘good life’ or a ‘life well lived’ may not have much to do with our bank balances or net worth, but it has everything to do with our diverse interactions in strange places with unfamiliar people. Those are the spices that make life’s menu so tasty and nourishing.

  Dealing with Crazy A(H)erodynamics

  Most people are confused as to how a bumblebee manages to fly, and that too quite well, against all odds. A helicopter is not too far down on the scale of people’s consternation about oddities. It seems that such a seemingly unstable machine as a chopper is always about to crash—and it would too, if the pilot is not nimble enough. You can easily topple over if your wheel or skid lodges against something, and this can happen fast enough to surprise even a good pilot. This is called a dynamic rollover—how apt! There is an even more infamous and destructive phenomenon called ground resonance. This is akin to troops marching over a bridge in step, producing vibrations in sync with the natural frequency of the bridge. And voila, this resonance ultimately breaks the bridge. A chopper’s oleo-pneumatic legs (landing gear) have a natural frequency, and a chopper is a huge vibrating object. You get the connect? This can cause complete destruction—and in just a few seconds!

  A helicopter evolved from what was known as an autogyro, which had no tail rotor. It is the breakthrough of a tail rotor, which provides the counter torque to the main rotor, that has given a chopper its real capabilities. If not for this, a cockpit would rotate as fast as the main rotor in the opposite direction. But it brings with it a number of dangers and accidents waiting to happen. Many unsuspecting soldiers have walked into it in the heat of battle—and paid a heavy price with their limbs and lives. I was once captaining a sortie in Arunachal Pradesh, which involved ‘hot’ mission boarding of soldiers. While there are standard procedures and checks and balances, Murphy’s Law ultimately prevails. My co-pilot was inside the cockpit, while I had jumped out to help the gunner ensure that no assault rifle was loaded live. And suddenly, out of the corner of my eye, I caught sight of a figure walking towards the tail rotor. I yelled amid the tremendous noise and din of the Mi-17, but before I knew it, he had walked right into the rotor, or rather, under it. I’m quite sure my crew and I missed a few heartbeats. This army captain happened to be the shortest officer I’ve ever met. He was a Gurkha and, thankfully, there are concessions on their minimum height during recruitment.

  Of course, there was our ‘Tail Rotor’ Negi. He was an extremely accomplished and bold pilot with a great flying reputation who, later, narrowly escaped from the jaws of death. While doing a training sortie at night as a young pilot officer, he got off to do a crew change with the rotors running. He customarily started walking around the chopper and absent-mindedly went into the Chetak’s tail rotor. Despite the shrieking noise of the fast-rotating rotor, he managed to do the unthinkable. He suffered some serious lacerations on his right arm, which put him down for about six months—but the name stuck.

  A classic dynamic rollover leading to the complete wreck of a Mi-8 took place at a forward helipad in Sri Lanka. The Mi-8 was on the ground with rotors running and frenetic activity all around it. Suddenly, the captain heard a call from two light helicopters carrying the army’s vice-chief, asking for some space. In a bid to oblige, and in the truest spirit of jointmanship, the Mi-8 captain hastened to shift to a corner of the large ground. Unfortunately, in doing so, while being too low, his main wheel struck a tree stump that was protruding but camouflaged naturally. And, before he realized it, the chopper tilted dangerously and crashed. The irony—the vice-chief did not manage to land!

  We learnt about centre of gravity, or the C of G, in school long ago, with ample reiteration along the way. But the real lessons don’t co
me home till you fly large aircraft or helicopters. At least the fixed-wing guys get trained people to load scientifically at most runways. Chopper guys do this at far-flung helipads with no weighing machines, and loaders with no education on the C of G or without a care in the world about its implications. It results in amusing and, sometimes, grave results. I was flying in Sri Lanka as part of the Indian Peace Keeping Force (IPKF) in a Mi-8. I was the captain while Kama was the co-pilot. We had landed in Talai Mannar, just off the beach, with the vast Indian Ocean in front, beckoning gently with its waves. In a hurry, and I suspect because of the wheeling and dealing of our flight gunner on ground (like changing currency!), who also doubles as load master, a quick offloading of supplies was done. Once the helicopter was offloaded, empty crates were to be put at the end of the cargo compartment first. But in the haste and the absence of the gunner in the compartment, all crates were piled up in the middle. Then in came the soldiers going back home. They got packed like sardines in the front half. The gunner came in last, not realizing what had happened. Quite evidently, the C of G was way forward and out of limits.

  I got the go-ahead signal from my crew and picked up enough power to come to a hover. But ‘she’ suddenly pitched down and started taking off on her own. I had the stick fully back but to no avail. We barely skimmed the thankfully downward-sloping beach and reached the sea. Luckily, she had picked up enough speed to escape danger. A panicky five minutes of shifting crates and people followed, after which all was okay. But I never forgot the lessons of the C of G after that day. I hope my reference to an aircraft or helicopter in the feminine gender does not offend. It is an age-old pilot tradition. I am sure female pilots, who are equally capable, refer to their difficult-to-handle aircraft as a ‘he’.

  As if this is not enough of a headache, a chopper pilot (he or she) has to contend with the 3Ws—weight, weather and winds (not the more customary wine, women and song!). Each factor requires a separate book to cover all facets; however, the really dicey part is when any or all of them combine to present decision dilemmas to helicopter crews. A case in point is winds and their variability in strength and direction. Choppers are extremely sensitive to wind. Most performance graphs clearly highlight the beneficial effects of headwinds—you can actually carry far more with increasing headwinds. However, the downside of changing wind direction is normally ignored. The effects are exponentially worse since the tail rotor goes into a somewhat adverse performance regime. Tailwind is the worst in terms of its effects on load-lifting capacity and control in general. However, there are other directions, depending on the tail rotor’s rotation and positioning, that can get you into a loss of tail rotor effectiveness. A number of helicopters have been lost due to inexplicable reasons (and conveniently attributed to human-error aircrew, or HE-A, while all the time it was loss of tail rotor effectiveness, or LTE. This has been well documented in the Russian handbook on aerodynamics for the Mi-25. In fact, there is no set template. Variances occur due to type, power requirements and the pilot’s skills, among other reasons. Actually, in the Mi-25’s case, any action by the pilot may aggravate the problem, so it’s better to allow it to recover by itself!

  The amount of weight you can carry depends on various factors, including winds, length of the helipad, slope for take-off or landing and the terrain in the approach funnel. It is easier to stick to the graphs or the unit standard operating procedures (SOPs), which give adequate safety margins. The problem starts when pilots (experienced ones too) put imaginary margins, or their own willpower, into the equation. A huge contributor to wrong practices in a helicopter landing at smaller helipads in the mountains is the skewed belief that a shallow approach is better when loaded up. Its origins can be traced back to the single-engine training at large helipads (up to 100 metres long), where a roller landing results from a shallow approach. This in turn is necessitated by low power margins. A corollary should be that shallow approaches should be done only when a roller landing is possible, meaning on larger helipads. However, the shallow approach is a no-go when there is turbulence, or wind shear, and when a roller-landing is not practical. There is an intricate balance of managing translational lift, collective (as a power tool and a decelerator) and inertia. If I’ve been able to confuse you, imagine what a chopper pilot has to deal with!

  Weather, of course, is a problem with all pilots. But choppers have a context of inevitably flying closer to terrain, especially in the mountains and valleys. The urge to stay below clouds and manoeuvre is very strong, but so is the probability of controlled flight into terrain (CFIT)—as documented by hundreds of helicopter accidents. With newer and more capable machines and avionics, a sea change in approach is required. At the same time, operators should not bite off more than they can chew; it should be evolutionary and step-by-step. The first step would be for ‘real’ decision makers of macro policies to grasp the complexities and nuances of chopper operations.

  We first came across the term ‘dead man’s curve’ as rookie pilots. It was an area mapped on a height-versus-speed graph that did not allow safe recovery from an engine failure. It scared the wits out of us initially. As the years passed, and hours under the belt increased, fear and respect were replaced by a fatalistic ‘it can’t happen to me’. No wonder this term has now been replaced the world over by ‘avoid area’. Most chopper pilots are always on the edge, waiting for the worst to happen. There have been innumerable bar discussions on whether this ultimately reflects on our life philosophy! I once heard an old retired chopper pilot, who never rose beyond the rank of a wing commander (equal to a lieutenant colonel), say that rising in his career was not half as relevant as making it out alive at the end of it. It is true—the fatality rates of helicopter pilots in action are the highest among all in non-war conditions. No wonder they have the highest number of gallantry awards to their credit.

  The IAF’s helicopter fleet history has been captured as a snapshot at the end of this book as an epilogue. I have deliberately done that because it is a legacy that is to be appreciated. Since this book is about humorously told stories that happen to most chopper pilots, I did not want to mix anything into this flavour. The full history of the IAF’s helicopter fleet is documented in my book The Purple Legacy.

  The first helicopter in the world was the VS-300. Igor Sikorsky, who developed it, famously said, ‘It would be safe to say that the helicopter’s role in saving lives represents one of the most glorious pages in the history of human flight. If a man is in need of rescue, an airplane can come in and throw flowers on him, and that’s just about all. But a direct lift aircraft could come in and save his life.’

  STRANGER THAN FICTION

  STRANGE ENCOUNTERS

  ALL THE STORIES in this section are about animals and the hilarious outcomes of their meetings with humans in general, and pilots in particular. Watching nature in full bloom makes you wonder why most humans are so hesitant to embrace diversity. It can bring so much colour, creativity and joy to life. These tales are about real encounters with snakes, dogs, man-eaters, mithuns (a cross between wild gaurs and domestic cattle) and many others across the country. They also try to bring out the richness of life in military cantonments.

  This section is a vast canvas covering the icy heights of Ladakh and moving to the lush and thick jungles of Arunachal Pradesh. From pets to savage wild animals, chopper pilots encounter all during their duty. Some stories also paint our sometimes-inept handling of them, which result in unintended and humorous episodes. Truly, life is stranger than fiction—and we should thank our stars for that!

  An Early Start

  EAST PAKISTAN TRAUMA

  My association with the IAF started way back in 1972. My dad was in the Indian Foreign Service. We had come back to India in October 1971, just before the Indo-Pak War. Our otherwise blissful time of three years in Dacca (now Dhaka) included the almost eight months we spent under house arrest by the Pakistani army. This included the full high commission with families. All of us were confined
to a multistorey complex in Kakrail, with only one officer allowed to go with a coolie to Shanti Bazaar, once a week, to shop for the whole community. No school, no outings, and yet we kids made the most of it. All of us were evacuated by two planes of Swissair and Aeroflot one fine day, sans any luggage. Everyone lost everything. We saw it all from our windows and roofs of the six-storey building.

  Our kids’ gang had adopted a puppy that was half-dead when we picked it up from a field. We named it—no surprise here—Tommy. Fed by almost every household in the building, it grew up fast and strong. He was a terror for all outsiders but a darling to all occupants. I can never forget that night when we were being whisked away to the airport, with Tommy chasing our vans for many miles and all of us weeping away. My mom told us that he came up to the airport! For many years, I wondered what became of Tommy. Finally, we got the answer after decades, from an officer who went back after the 1971 war. Tommy found his way back to the building. Our landlord’s kids looked after him, even though he didn’t eat for many days after we left.

  I witnessed the genocide first-hand as a child, along with others in the building complex: the horror of killings at point-blank range, the screaming of women being gang-raped, naked men being paraded and forced to crawl on the hot asphalt roads, all done in public view to intimidate and instil fear. The worst was the massacre at Shanti Bazaar. One fine Sunday, there was a big commotion in the building and everyone went up to the roof. One could see the huge marketplace in the distance, which used to be packed on Sundays. A few fire engines had gathered along with armed forces in huge numbers, with vehicles mounted with machine guns. In an orchestrated move, all exits of Shanti Bazaar were blocked just when it was most crowded. And then the ring of shops that surrounded it were set on fire and people running away were fired at. The fire engines stopped the fire from expanding to unintended places. Later in life, during history lessons at school, I would compare it with the massacre at Jallianwala Bagh.