Bell 407 Hard Landing Germany
Autorevs
From an engineering perspective, in single engine high inertia (206L3+) we always set up auto revs as close to "operational weight and performance " as possible.
It can be a wide margin with fuel burn, cargo internal/hook, high to low altitude etc. On long line in hover pretty much down to walking away rather than saving the aircraft and all credit to those that do.
Better to overspeed light weight with high RPM and recognise and control early than go down heavy with low RPM was philosophy...
Doesn't matter after engine failure if overspeed, overtorque , boom strike etc, walk away is the best result.
Different subject, but would rather be in a wagon with a bloke that's gone from single to twin rather than other way round. No offence, just my own opinion. Subject just reminded me...
It can be a wide margin with fuel burn, cargo internal/hook, high to low altitude etc. On long line in hover pretty much down to walking away rather than saving the aircraft and all credit to those that do.
Better to overspeed light weight with high RPM and recognise and control early than go down heavy with low RPM was philosophy...
Doesn't matter after engine failure if overspeed, overtorque , boom strike etc, walk away is the best result.
Different subject, but would rather be in a wagon with a bloke that's gone from single to twin rather than other way round. No offence, just my own opinion. Subject just reminded me...
Last edited by Salusa; 4th Jul 2016 at 15:41.
