Steve76
13th Nov 2006, 06:23
Read this and then tell me if/why you would opt for the LH turn at the top of your ascent?
Not wanting to slag this pilot, Lord knows I have got away with worse - I am just using this as an example. Hey! **** happens to everyone and he probably was told to do this at a flight school somewhere; but if I was asked which way I would turn the answer would be RH in this aircraft or a 'powered' turn in whatever type.
IF you have to unload the TR to turn then you will definitely require more power to arrest that turn or to straighten into wind, that you obviously do not have available. At the top of your ascent and far from the effects of your ground cushion (the little you have on a tree covered slope) your power requirement is going to be substantially more and the direction control is going to require an over torque, over-temp and as this example shows cause settling with power.
You don't need the physics or to define this via principles of flight – this is a golden rule (as far as I am concerned) if I need to turn, I always make it powered. Better to work with what you have, than hope for a collection of variables (wind, translation, sloping ground etc) coming to fruition.
What do the other 'experienced' guys think about what I have said?
At 2020 Pacific daylight time, the pilot of the Eurocopter AS350 B2 (Astar) helicopter landed on a recently prepared mountainside helipad, at 5200 feet elevation. With the helicopter still running at flying rotor rpm and light on the skids, four passengers boarded with a small amount of personal equipment and prepared for take-off. The pilot increased collective pitch to bring the helicopter into the hover, but the engine parameters were approaching their limits, and he discontinued the take-off and lowered the collective. The left rear passenger got out, and the pilot again raised the collective, lifting the helicopter into a stable five-foot hover over the pad. Satisfied this time with the engine readings, the pilot increased collective pitch and climbed to approximately 20 feet while purposely allowing the nose to swing to the left to turn downhill for the transition into forward flight.
As the helicopter turned through 100 degrees of left turn, the low rotor rpm warning horn sounded and the pilot decided to return to the pad. He allowed the left turn to continue but, by the time the helicopter returned to the original heading, it had drifted approximately 20 feet downhill from the pad and was still descending. The main rotor blades then struck a large tree stump adjacent to the pad and the helicopter rolled over, coming to rest on its left side, almost inverted. The three passengers quickly escaped from the helicopter, but the pilot delayed his exit to shut down the engine, which had continued to run. After he had secured the engine, fuel valve, and electrical switches, the pilot exited the cockpit. The four occupants received minor injuries, and the helicopter was substantially damaged. The emergency locator transmitter activated automatically at rollover. There was no fire.
Not wanting to slag this pilot, Lord knows I have got away with worse - I am just using this as an example. Hey! **** happens to everyone and he probably was told to do this at a flight school somewhere; but if I was asked which way I would turn the answer would be RH in this aircraft or a 'powered' turn in whatever type.
IF you have to unload the TR to turn then you will definitely require more power to arrest that turn or to straighten into wind, that you obviously do not have available. At the top of your ascent and far from the effects of your ground cushion (the little you have on a tree covered slope) your power requirement is going to be substantially more and the direction control is going to require an over torque, over-temp and as this example shows cause settling with power.
You don't need the physics or to define this via principles of flight – this is a golden rule (as far as I am concerned) if I need to turn, I always make it powered. Better to work with what you have, than hope for a collection of variables (wind, translation, sloping ground etc) coming to fruition.
What do the other 'experienced' guys think about what I have said?
At 2020 Pacific daylight time, the pilot of the Eurocopter AS350 B2 (Astar) helicopter landed on a recently prepared mountainside helipad, at 5200 feet elevation. With the helicopter still running at flying rotor rpm and light on the skids, four passengers boarded with a small amount of personal equipment and prepared for take-off. The pilot increased collective pitch to bring the helicopter into the hover, but the engine parameters were approaching their limits, and he discontinued the take-off and lowered the collective. The left rear passenger got out, and the pilot again raised the collective, lifting the helicopter into a stable five-foot hover over the pad. Satisfied this time with the engine readings, the pilot increased collective pitch and climbed to approximately 20 feet while purposely allowing the nose to swing to the left to turn downhill for the transition into forward flight.
As the helicopter turned through 100 degrees of left turn, the low rotor rpm warning horn sounded and the pilot decided to return to the pad. He allowed the left turn to continue but, by the time the helicopter returned to the original heading, it had drifted approximately 20 feet downhill from the pad and was still descending. The main rotor blades then struck a large tree stump adjacent to the pad and the helicopter rolled over, coming to rest on its left side, almost inverted. The three passengers quickly escaped from the helicopter, but the pilot delayed his exit to shut down the engine, which had continued to run. After he had secured the engine, fuel valve, and electrical switches, the pilot exited the cockpit. The four occupants received minor injuries, and the helicopter was substantially damaged. The emergency locator transmitter activated automatically at rollover. There was no fire.