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 his family needed that rescue support returned during the flooding of the Township of Eugowra in Nov 2022.
This episode is being pushed out the door half cooked so that you can hear it sooner. Please forgive any short comings in the polish.
Before Kylle was part of the HEMS world he had years of experience as a Blackhawk loadmaster in the Australian Army with time in special operations and as a loadmaster instructor. We discuss this career path and the many, many tasks that a loadmaster can find themselves doing.
Important – please look at the link below to the GoFundMe page for the Fenton family discussed in the podcast episode.
The township of Eugowra NSW has suffered a very major and overwhelming flood catastrophe earlier this week. pic.twitter.com/cprEaWDccZ
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 comings in the polish.
In this episode James talks about some of the challenges of operating complex missions in the world of helicopter rescue and ambulance services. We then change track and discuss what James has learnt from ferrying small helicopters across remote parts of Australia.
Important – please look at the link below to the GoFundMe page for the Fenton family discussed in the podcast episode.
4300Kms, 30hrs, 16 fuel stops, a Robinson R22, and a whole lot of nothingness – From James’ LinkedIn post comment
Sam Chisholm grew up on cattle properties and got into helicopter flying early. He has spent the last 16 years flying and mustering in rural Australia.
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 had from 2004 was that 62% of all Robinson R22 flight hours in Australia were conducted in aerial mustering. I’d have to assume that holds true today if not a higher number.
I know helicopters are used for mustering a little bit in the US in Texas, a little bit in new zealand and I have to assume in Brazil also but when I look online – and this partly could be a factor of Google’s filtering because I’m here in Australia – but helicopter mustering is well and truly over represented in search results as a chiefly australian type of flying.
All photos – supplied Sam Chisholm
Mustering hasn’t always had the best reputation – it has sometimes been characterised as being a bit loose.
A lot of it happens hundreds of km’s away from any regulatory oversight and you could argue that because they are rarely carrying any passengers that CASA and other regulators aren’t particularly interested. The flip side of that is that CASA has on occasion come out with regulation changes without much consultation with the mustering part of the aviation community.
Mustering has also had its share of casualties and incidents. These can happen a long way from any emergency services. I’ve seen a documentary on one particular accident where the rescue AW139 had to stop and refuel enroute just to get on scene.
CASA’s 2015 sector risk profile of the industry summarised the danger. ‘Mustering, by definition involves low-level flying and is a hazard rich activity with the inherent danger of being only a few seconds away from impact in the case of an emergency or pilot distraction.’
Having said all that I have no personal experience with mustering at all, everything has been second hand. A big thanks to David Logan who is a listener and Patreon supporter that has just starting out on his helicopter licence and is tackling the theory exams. Dave put me in contact with today’s guest and its well overdue for us to jump in and learn more about mustering.
Sam Chisholm grew up on cattle properties and got into helicopter flying early. He has spent the last 16 years flying and mustering in rural Australia getting to see a good cross section of not only the industry but also the country. Sam paints a picture of a sector that has been maturing for a while now and that is using the helicopter as an incredibly important tool for station owners and beef production.
Photo: Richard Butterworth has lead a team from Kestral Aviation that now has two fire seasons of experience in night aerial firefighting.
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 is Head of Training at Kestrel Aviation based in Mangalore, Victoria. It is about 1 1/2 hours drive north of Melbourne. Kestrel has been developing a night aerial firefighting capability and has put a significant amount of private investment behind Richard, their other staff and equipment to become one of the first Australian operators to gain CASA approval.
The benefits on a fire scene range from not just the extended hours avaliable (Richard also talks about the daylight hours lost on current fires due to morning briefing requirements) but also the generally calmer conditions and colder temperatures reducing the intensity and speed of fires. This ‘quietening’ of the fireground provides more of a chance to affect the outcome with water drops.
The big advance in approvals for the night capability has been the successful proving of and then approval to conduct hover refills from natural water sources at night. The initial trials were only conducting using stationary ground refills from a prepared position. This allows crews to find water sources at night close to the fire and refill as they would for day operations – a corresponding reduction in logistical support and an increase in flexibility is gained. This was considered by many to be a world first, with other countries initially preferring ground filling operations.
To date one restriction on their operations was a requirement for a day reconnaissance of the fire location prior to going back out and operating at night. This was in place as an early risk mitigation factor as part of the first approvals by CASA. The goal now is to move to a first attack capability where crews can be the first response on scene during night hours opening up additional flexibility and greater impact for the firefighters on the ground.
Crews so far have operated entirely under visual flight rules which places certain requirements for weather and visibility for the holding of alternate airfields. In the future having the ability to recover on instruments under IFR to suitable airfields is another way of increasing the operational availability. During the large, widespread fires of January 2020 there were occasions where visibility due to the smoke was so bad and over such an extent that it was impossible to hold an alternate airfield anywhere in the state of Victoria.
A Bell 412 fitted out for firefighting and NVIS operations
Fire ground at night through NVGsRosedale, Victoria – fire front visible from the air during night operationsOvens Airbase January 2020 – aircraft were grounded for several days due to wide spread thick smoke. At other times crews could not launch at night as there were no suitable alternate airfields anywhere in the state of Victoria.
Do you have a question for Richard and the Kestrel crews about night firefighting? Be part of the conversation by leaving a comment below.
Tony Norton talks about some of the features and operating considerations of FLIR as a pilot vision system.
Forward Looking Infra-red (FLIR) systems have been around for a while and used in a search or surveillance function normally by an operator with a control panel. A small number of aircraft are now incorporating FLIR as a pilot vision tool, tracked to the pilots head, as another way of seeing at night or through obscurants such as smoke or dust.
Tony is currently the senior aviation instructor and and standards pilot for Australian Army Aviation. He is approaching 20 years of military instructing and 10 years as a graduate of the National Test Pilot School in the US.
In Episode 82 Tony shared some of his experiences going through test pilot school and his career in the Army. In this episode we concentrate on the capability that FLIR provides and its use as ‘pilotage FLIR’ for extending the vision cues available to helicopter crews.
We also look at the specifics of how that plays out for pilots of the MRH90 ‘Taipan’ which is the Australian Army variant of the NHIndustries NH90.
FLIR is probably most easily explained in comparison to night vision devices. Where NVD/NVGs amplify visible light in dark settings FLIR devices work by detecting the heat given off by objects and the variation between objects.
The wavelength of infrared that thermal imaging cameras detect is 3 to 12 μm and differs significantly from that of night vision, which operates in the visible light and near-infrared ranges (0.4 to 1.0 μm).
-Wikipedia
It’s surprisingly difficult to find good demonstration images for the FLIR output online however there are a number of videos here below on the page that give an idea of the capability.
Along with the FLIR pod, the other major difference for the MRH90 install is the TopOwl helmet. The aircraft can track the motion of the helmet to know where the pilot is looking. This is used to drive the FLIR pod to align with the pilots sight rather than a controller using a manual joystick. Integral to the TopOwl helmet is the projection system which allows NVD or the FLIR image to be superimposed in front of the pilot’s vision – allowing the pilot to look through the image and select between the different input as well as overlay HUD information.
One interesting effect of that is that the pilot can look ‘through’ the cockpit instrument panel or the floor to where the FLIR sensor is pointing as it has an unobstructed picture from outside the aircraft.
The technology brings with it a number of human factors considerations that crews need to train for and work through during a flight. Two quick examples are that only one pilot can steer the sensor and see the FLIR image on their visor at a time (different visual information between pilots and also crew in the rear) and that the eye point of the pilot is now no longer from their own head position but from the front of the aircraft.
FLIR pod out of the aircraft with aperture visible. Photo: Leonardo Company
https://www.youtube.com/watch?v=Yo3sMOgGPCQ
Elbit Brightnite FLIR Demo
Have a comment or feedback about Episode 84? Maybe you have some great tips of your own that others can benefit from. Be part of the conversation by leaving a comment below.
The bulk of Tony Norton’s career has been spent as a Qualified Flying Instructor and Test Pilot in the Australian Army.
If your perfect day sounds like flying a glider in the morning, testing the HV curve in a Kiowa at lunch and then jumping in a Swedish jet interceptor in the afternoon then Tony ‘Squid’ Norton can tell you what it’s like!
Tony is currently the senior aviation instructor and and standards pilot for Australian Army Aviation. He is approaching 20 years of military instructing and 10 years as a graduate of the National Test Pilot School in the US.
This is a good chance to not only find out about test pilot training but to get an instructor’s slant on it in terms of how some of the approaches that the test flying world takes can be incorporated into everyday helicopter training.
“This engine is going to fail on me. How am I going to get out of it? Then fly that departure or that approach.”
NTPS at Mojave Airport in California, very close to Edwards, AFB. Sonic booms are a daily event.
If, strangely, you have wondered how calculus can be applied to flying then Tony can tell you that too. The test pilot course syllabus is very math and engineering heavy more so than a place where pilots go to develop their flying skills.
Tony has extensive Blackhawk experience and has been the senior instructor for Army on the MRH90 type. He spent 3 ½ years posted as a test pilot for the RAAF’s Aircraft Research and Development Unit (ARDU) and has provided test flying support since then.
One of Tony’s test tasks at ARDU was MRH90 Dust ops techniques development, as well as NVG ops/formation flight for the type.
On the side Tony also lectures at Griffith University on their aviation degree program and is a professional fish farmer.
In this episode we cover:
Early military years and deployments
Test pilot course and why Tony specifically wanted to attend the NTPS
Risks faced in test flying and some history
Things that you learn on Test Pilots course that you don’t get exposed to in helicopter training
Test pilot lessons that can be incorporated into basic training
National Test Pilots School website. This is the only civil test pilot school in the US and was the first outside of the military in the world. It is located at Mojave Airport in California.
Example of FLIR improving visibility through smoke.
Have a comment or feedback about Episode 82? Maybe you have some great tips of your own that others can benefit from. Be part of the conversation by leaving a comment below.
The Australian Government provides vocational training assistance programs that include coverage for commercial helicopter licences.
A bit of change of format for this episode of the Podcast. I’m re-sharing a recording made for the flight school website where I instruct. This one is all about some of the financial assistance that the Australian Government provides that can also be used towards the gaining of a commercial helicopter licence.
* This will likely only apply to Australian citizens. If you live outside of Australia then you might want to skip this particular episode *
VET Student Loans are a Government Loan to assist Australians to gain new skills and qualifications that will improve their employability in the workplace.
These are similar to other Australian Government training assistance programs such as HECS. If you are in the USA then it might be similar to the GI Bill funding that people have used towards helicopter training.
What the podcast covers:
2 biggest questions – employment chances and starting salary
What are VET Student Loans and how do they apply to Helicopter Training
Eligibility Criteria
Typical Diploma CPL(H) course structure and electives
105 hour course vs 150 hour course
Costs involved
Application process
Pros and Cons of using VET Student Loans for your helicopter training
How Aeropower has structured the training course
Lifetime loan amount – The majority of students have a lifetime limit of $104,440 to use for VSL (changing in 2020, have a look at study assist website for more information).
This is a loan that has to be paid back. Once your loan amount is drawn down it is passed to the Australian Tax Office for administration.
The loan amount is recovered from your tax return once you start to earn over a threshold amount. Min salary threshold 2019/2020 for repayment $45,881 Starts at Pay back 1 % of the loan amount.
Maximum loan amount – for Diploma of Aviation (Commercial Pilot Licence – Helicopter) is $77,571 (as at August 2019).
The loans can only be used on a Diploma course and not a straight CASA CPL(H) licence course. They are only available through approved VET Student Loan training providers.
Have a comment or feedback about Episode 76? Have a particular question about VET Student Loans for helicopter training? Be part of the conversation by leaving a comment below.
Richard Butterworth spent time in the military, instructing and EMS before taking up a role at Kestrel Aviation in support of a night firefighting capability.
Helicopters are amazing assets to have working in a bush firefighting role. Every year around the world they contribute to lives saved and property damage avoided. Now for the first time in Australia we are starting to see the move into night time firebombing operations.
Richard Butterworth is head of training at Kestrel Aviation based in Mangalore, Victoria. It is about 1 1/2 hours drive north of Melbourne. Kestrel has been developing a night aerial firefighting capability and has put a significant amount of private investment behind Richard, their other staff and equipment to become one of the first Australian operators to gain CASA approval.
Dropping water on a fire during trials – part of final approval from CASA to commence live, night-time aerial firefighting.
Internationally night firefighting with helicopters goes back a surprisingly long way.
“On June 16, 1974, the first night water drops were made on a wildfire on the Angeles National Forest with Los Angeles County Fire Department’s Bell 204B helicopter, equipped with a fixed tank”
“In 1977, an L.A. County Fire helicopter and the USFS Rose Valley helicopter collided while inbound to a heliport on the Angeles National Forest”
After this collision, night firefighting was essentially canned until 2005 when it again became an operational capability in the US. The quotes above have come from this article which gives a pretty good run down on the history. There is a ‘Part 2’ of the article too.
Dropping water low level at night on fires while flying on NVGs at first glance looks like ‘risky’ business. As you’ll hear from Richard in the interview they have taken a very slow step by step process to building the capability up and have done so using existing frameworks and procedures already in place that govern night flight and aerial firefighting. They have then just incorporated them together.
It is not an activity that just any company can turn around do. Aside from procedures and regulator legal instruments you also first need experienced NVD crews with extensive day firefighting time, access to goggles, NVG compatible aircraft modifications, an aerial platform with waterdrop equipment and supporting ground crews. So don’t expect this to come cheap for fire agencies and governments.
The benefits on a fire scene range from not just the extended hours avaliable (Richard also talks about the daylight hours lost on current fires due to morning briefing requirements) but also the generally calmer conditions and colder temperatures reducing the intensity and speed of fires. This ‘quietening’ of the fireground provides more of a chance to affect the outcome with water drops.
Ground filling of water tanks for night firefighting – provides aircrew a chance to catch a break.
Trials moved onto proving hover fill capability at night too.
Another shot inbound on fire at night for trials.
Richard Butterworth is one of the Kestrel Aviation pilots instrumental to the development of the night capability – here in front of the Bell 412 used during the trials.
(Photos supplied)
Do you have a question for Richard and the Kestrel crews about night firefighting? Be part of the conversation by leaving a comment below.
Matt Barker flew the ARH Tiger for 11 years and wrote many of the manuals and procedures for its use in the Australian Army.
During 30 years of flying with the Australian Army Matt Barker has got to try his hand at a wide range of roles. He has picked up some tales of close calls and funny incidents along the way.
Episode 55 contains the first half of this interview which is also well worth listening too
In the 1980’s the RAAF was directed to transfer its helicopters to the Australian Army. This brought about an urgent need for the Army to increase their pilot recruiting numbers. At that time it would take 18 months of officer training and then another 12-18 months of flight training to get a new pilot to an operational unit. That was a lag time the Army couldn’t afford and the Special Service Officer (SSO) scheme was started which saw new recruits put through a 10 week abridged officer training course (commonly called a Knife, Fork and Spoon course) then straight into flight training.
Matt Barker was on this first SSO course through and shares some of the cultural interplay between these new officers and the rest of the Army. Going into the training he already had his commercial licence flown on R22, Bell 47 G2 and G4 models.
30 years later and Matt has flow Kiowa, Blackhawk, AS350 Squirrel, Tiger and MRH. He is an instructor, has flown Special Operations and was the Standards Officer in charge of developing the operating procedures for Tiger in Australian service from a blank piece of paper.
Flying between buildings while displaying Tiger at the Gold Coast Indy car Race
He has spent time flying over many parts of Australia, PNG, Timor and done stints in the UK, France and the US.
Thanks to Craig Bowman for the introduction to Matt and for feeding me some starting info to tease out the stories from Matt.
Parade to mark the changing of the guard from light horse cavalry to the ARH Tiger.
05 Oct 1987 – Joined Australian Army on Number 1 SSO Pilot course (46 Army Pilot course)
Jan – Jun 1988 – Basic Pilot course on CT4 at No 1 Flying Training School at RAAF Base Point Cook
Jul – Dec 1988 – Rotary wing course at SAA Oakey on B206 Kiowa
Dec 88 – Jan 91- Posted to 161 Recce Sqn at Holsworthy as a pilot on B206 Kiowa
Jan 91 – Oct 91 – Posted to Instructor training with US Army at Fort Rucker on OH58 Kiowa
Oct 91 – Oct 94 – QFI at ADF Helicopter School on AS350 Squirrel
Oct 94 – Jan 95 – S70 Blackhawk conversion course at SAA
Feb 95 – Dec 97 – Pilot, troop commander and SQN QFI at A SQN, 5 Aviation Regiment at RAAF Townsville
Jan 98 – Jun 2000 – QFI and troop commander at ADF Helicopter School on AS350 Squirrel
Jul 00 – Dec 2002 – SQN QFI at 161 Recce SQN at RAAF Darwin. Two stints in East Timor as Troop Commander and Detachment Commander
Jan 03 – Dec 09 – ARH Tiger Flying Standards Officer, posted to Eurocopter Marignane France 2004/05 and AAVNTC Oakey
Jan 10 – Dec 11 – ARH Tiger Instructor Development Officer, Instructor Training Wing, AAVNTC Oakey
Jan 12 – Dec 12 – Flying Standards Officer for ARH Tiger at 1 Aviation Regiment Darwin
Jan 13 – Jul 14 – ARH Tiger QFI with KBR at SAA Oakey
31 Jan 2014 – Transferred from full time to active reserve in the Australian Army
Jul 14 – Present – MRH90 Taipan QFI with Airbus at SAA Oakey.
In this episode:
Heli-Expo 2017 recap
The Chickenbone or Chicken Man story
1996 Blackhawk Crash – counterterrorism role
Dealing with the aftermath of the crash
Instructing
East Timor flying for Category D pilots
Tiger ARH introduction to Australian Army
Huey gunship introduction to armed role
Marine Weapons and Tactics Instructor Course – 160 Marines and 1 Aussie, 80 aircraft
UK Apache Sqn for several months
France to Airbus Tiger training school
Writing procedures for Tiger standards manual
Accidental jettison of 7-shot rocket launcher from Tiger
Introduction to Service parade – risk management plan for helicopters and horses
Matt Barker and Eurocopter Instructor – Fabrice Bonne, back in Australia, November 2005, finishing ARH Conversion course
[leadplayer_vid id=”58C5F3763C9AD”]
[Video] Marine Weapons and Tactics Instructor Course that Matt attended as preparation for writing the manuals for Tiger. He also spent some time in the UK with their Apache training school.
Site of the 1996 crash where two blackhawks collided on approach during counterterrorism training. 18 people were killed. Matt and his crew were directly behind the two aircraft when they hit.
Kiowas were used extensively to monitor the Indonesian – East Timor border. This photo was taken in 2002 of Matt while on a pairs reconnaissance mission.
“Last bush Trip – Leaving Woomera October 2012 on a RAAF Hercules”
Do you have a question for Matt or about something mentioned in the episode that you want to ask? Be part of the conversation by leaving a comment below.
Matt Barker in front of an Australian Army Tiger which he helped develop the operating procedures for.
During 30 years of flying with the Australian Army Matt Barker has got to try his hand at a wide range of roles. He has picked up some tales of close calls and funny incidents along the way.
In the 1980’s the RAAF was directed to transfer its helicopters to the Australian Army. This brought about an urgent need for the Army to increase their pilot recruiting numbers. At that time it would take 18 months of officer training and then another 12-18 months of flight training to get a new pilot to an operational unit. That was a lag time the Army couldn’t afford and the Special Service Officer (SSO) scheme was started which saw new recruits put through a 10 week abridged officer training course (commonly called a Knife, Fork and Spoon course) then straight into flight training.
Matt Barker was on this first SSO course through and shares some of the cultural interplay between these new officers and the rest of the Army. Going into the training he already had his commercial licence flown on R22, Bell 47 G2 and G4 models.
30 years later and Matt has flow Kiowa, Blackhawk, AS350 Squirrel, Tiger and MRH. He is an instructor, has flown Special Operations and was the Standards Officer in charge of developing the operating procedures for Tiger in Australian service from a blank piece of paper.
He has spent time flying over many parts of Australia, PNG, Timor and done stints in the UK, France and the US.
Thanks to Craig Bowman for the introduction to Matt and for feeding me some starting info to tease out the stories from Matt.
SOURCE: Australian Aviation The ARH Tiger takes off with the Kiowa following close behind. Mid Caption: 1st Aviation Regiment, Northern Territory, bid a final farewell to the Kiowa on Monday 26 October 2009. A formation of Kiowas, escorted by the ARH Tiger, conducted a fly-over of Darwin. The farewell and flypast departed from 1st Aviation Regiment, Gaza Lines, Robertson Barracks. They flew to Lee Point and then followed the coast to Palmerston and then returned to Robertson Barracks. The B206B-1 Kiowa departed the 1st Aviation Regiment and Darwin for the last time on the 27th October 2009. The aircraft has operated in the Northern Territory since the early 1970s and have been based in Darwin since November 1994. The departure of the Kiowas from 1st Aviation Regiment is a significant milestone in the introduction of the ARH Tiger. 1st Aviation Regiment will now focus on the introduction into service of the ARH Tiger from its home base at Robertson Barracks.
05 Oct 1987 – Joined Australian Army on Number 1 SSO Pilot course (46 Army Pilot course)
Jan – Jun 1988 – Basic Pilot course on CT4 at No 1 Flying Training School at RAAF Base Point Cook
Jul – Dec 1988 – Rotary wing course at SAA Oakey on B206 Kiowa
Dec 88 – Jan 91- Posted to 161 Recce Sqn at Holsworthy as a pilot on B206 Kiowa
Jan 91 – Oct 91 – Posted to Instructor training with US Army at Fort Rucker on OH58 Kiowa
Oct 91 – Oct 94 – QFI at ADF Helicopter School on AS350 Squirrel
Oct 94 – Jan 95 – S70 Blackhawk conversion course at SAA
Feb 95 – Dec 97 – Pilot, troop commander and SQN QFI at A SQN, 5 Aviation Regiment at RAAF Townsville
Jan 98 – Jun 2000 – QFI and troop commander at ADF Helicopter School on AS350 Squirrel
Jul 00 – Dec 2002 – SQN QFI at 161 Recce SQN at RAAF Darwin. Two stints in East Timor as Troop Commander and Detachment Commander
Jan 03 – Dec 09 – ARH Tiger Flying Standards Officer, posted to Eurocopter Marignane France 2004/05 and AAVNTC Oakey
Jan 10 – Dec 11 – ARH Tiger Instructor Development Officer, Instructor Training Wing, AAVNTC Oakey
Jan 12 – Dec 12 – Flying Standards Officer for ARH Tiger at 1 Aviation Regiment Darwin
Jan 13 – Jul 14 – ARH Tiger QFI with KBR at SAA Oakey
31 Jan 2014 – Transferred from full time to active reserve in the Australian Army
Jul 14 – Present – MRH90 Taipan QFI with Airbus at SAA Oakey.
In this episode:
Punching a nanna while on a joyflight
Deer hunting in NZ using MD500’s ‘coolest thing ever seen’ – was initial reason for wanting to fly helicopters
Special Service Officer (SSO) pilot course
First SSO pilot to SQN
Recruiting video for Royal Military College
Chip light over Sydney nude
Katherine Bachelors and Spinster’s Ball
Passing out on approach to RAAF base Tindal
Field promotion for maintainer
T-aid night approaches
Night flying training
Introduction of NVGs – black tape and cyalume sticks
Melbourne to Sydney Kiowa flight – IIMC, QANTAS jets, low fuel and lions
Matt Barker and Tiger HAP 004 – starting Tiger Conversion Course on the French HAP Tiger, Marignane France, Jan 2005
[leadplayer_vid id=”58BCBC7F475F7″]
[Video] Australian Army Tiger and MRH that Matt Barker flies.
The African Lion Safari was a zoo in the western suburbs of Sydney that closed in 1991. It was still operating when Matt landed there in a Kiowa with no doors on during bad weather.
Matt and the mighty Kiowa, Suai East Timor 2002 with 161 Recce SQN
“Saying happy birthday to my daughter while in East Timor 2002, using a RNZAF 3 Squadron Huey (that’s me in the door).” – Matt
Do you have a question for Matt or about something mentioned in the episode that you want to ask? Be part of the conversation by leaving a comment below.
