Crab crabbed:
PF#1 - as usual you were doing really well and passing the benefits of your experience to others with less knowledge - right up to the point when Shawn pointed out some facts with which you do not agree. You are only a 'dumb pilot' when you won't listen to those who do know better - we have been round the origins of the HV curve argument before on this forum - it is created by test pilots so why not listen to a test pilot when he tells you its application.
Crab, you can kiss my ass. Frankly, I don't give a...wait...deep breath now...I don't care what Shawn, Nick or God hisself *says.* What I care about is what my RFM says...or in this case
doesn't say. I'm not quite sure why you don't understand that a "fact" isn't a fact if it does not appear in the RFM, especially when it concerns a performance chart published by the manufacturer. Then again, you may not be a pilot. It wouldn't be the first time someone with limited knowledge of aviation posted on this board.
Having said that, I'm fully aware that in most helicopters, adherence to the H-V chart is not mandatory and that the shaded area most certainly would be "smaller" for a descent than for a full-power take-off at MAUW. But as I've often said, I fly in the real world - the one full of lawyers and FAA types who maybe interpret rules differently from one region to another.
As Shawn says about my original point:
But your message about 'where is this written down?' is a valid one.
wish it were otherwise.
So do I, Shawn, so do I. Think we can convince Bell to amend the H-V chart in their 206 manual with a statement that the it only applies on max-gross take-offs?
One other issue that I've always wondered about concerns helicopters equipped with the RR/Allison C-20 series engine. These engines have a "scheduled decelleration" which defines the
minimum time that it must take the engine to go from full throttle to 62% N1. Thus, the power comes off "softly" no matter how quickly you snap the throttle shut. I've never had a real engine failure in a ship equipped with a C-20, but those who have had one tell me that the power goes away in a drastically different manner from those oh-so-easy autos we practice in Training. So I question the validity of the FAA's "wait one second" methodology in determining the limits of the H-V chart and the accuracy of the results produced, especially at MAUW.
Your thoughts, Shawn?