An interesting flight yesterday
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another one to tīnatural:
donīt worry to much about the R-22. Big iron would lose rpm just a very little bit slower than the R-22 if you are in max power climb at 60 if you do not do the right thing immediately......tested...
3top
donīt worry to much about the R-22. Big iron would lose rpm just a very little bit slower than the R-22 if you are in max power climb at 60 if you do not do the right thing immediately......tested...
3top
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Is it not in the syllabus that touchdown auto's are conducted in the US?
Coming to think of it I dont know that it is here either but the good schools seem to all do them without any problems....
just a query
Coming to think of it I dont know that it is here either but the good schools seem to all do them without any problems....
just a query
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I know touchdowns are not required on for the Private check ride in the US, but at our school the chief flight instructor will demo a couple for students towards the end of their training. This is also probably for ins. reasons, for instance, only 2 ships are allowed to do hovering autos and only 1 is approved for fulldowns.
[ 13 December 2001: Message edited by: baranfin ]
[ 13 December 2001: Message edited by: baranfin ]
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3top: I'm not so sure about the big iron. I've done full-down autos in a 206 from 300 feet, out of a 500 fpm rate of climb at 30 knots, and zero-zeroed every time. Try that in a 22 and you'd make a small smoking hole. I love blade inertia.
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barafin
the school i trained with would not let you go solo without having done many successful touchdown auto's. unless the ROD got excessive or the student really botched it up, all auto's were down to the ground so it interesting that not all schools do likewise.
the school i trained with would not let you go solo without having done many successful touchdown auto's. unless the ROD got excessive or the student really botched it up, all auto's were down to the ground so it interesting that not all schools do likewise.
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Hello people.
Well I trained, and now I'm flying in Iceland and here we do full touch down auto's throughout our training. The chief flight instructor, at where I trained, insists that we do them before going solo and before taking the flight tests for any kind of pilot licenses.
Here we use the H300C for training and it is very forgiving. It has some more blade inertia than the R22 not to mention the shock absorbers, they add flexibility to yourlandings.
It came to my surprise when I found out that many other schools out in the big world never teach full touch down auto's.
However I think StevieTerrier has a lot to say in his post.
I personally like the following: "Why take the chance of bending a perfectly good aircraft? The risks outweigh the benefits."
Insurance is a BIG factor when it comes to this matter but if you are going to become a professional helicopter pilot why shouldn't you have had sufficient training in these kind of emergencies?
I have a little message for you who are still in training, don't do any of the serious stuff when you're flying solo, enjoy the freedom that the helicopter brings you. Your CFI will give enough hard time later.
Stay on top of things.
Well I trained, and now I'm flying in Iceland and here we do full touch down auto's throughout our training. The chief flight instructor, at where I trained, insists that we do them before going solo and before taking the flight tests for any kind of pilot licenses.
Here we use the H300C for training and it is very forgiving. It has some more blade inertia than the R22 not to mention the shock absorbers, they add flexibility to yourlandings.
It came to my surprise when I found out that many other schools out in the big world never teach full touch down auto's.
However I think StevieTerrier has a lot to say in his post.
I personally like the following: "Why take the chance of bending a perfectly good aircraft? The risks outweigh the benefits."
Insurance is a BIG factor when it comes to this matter but if you are going to become a professional helicopter pilot why shouldn't you have had sufficient training in these kind of emergencies?
I have a little message for you who are still in training, don't do any of the serious stuff when you're flying solo, enjoy the freedom that the helicopter brings you. Your CFI will give enough hard time later.
Stay on top of things.
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Hi TīNatural:
You are right about the inertia of a 206 and we all know that is just about impossible to zero-zero a R-22 without a lot of wind.
I will try the 500 climb 30 kt chop, but I will start to try it at 600ft, just to see.....
In our school we teach fulltouch at the end of the commercial course.
thouse of you who know the R-22 know that it takes quite a while to master the fulltouchautos. No need to bend the baby before the student gets it to a good power recovery EVERYTIME!
However to the end of the privat course we demo a couple fulltouches.
For the solo we care mostly that the student will go into an auto at all if neccessary....
Once in there he safed his bacon half the way already!!
3top
You are right about the inertia of a 206 and we all know that is just about impossible to zero-zero a R-22 without a lot of wind.
I will try the 500 climb 30 kt chop, but I will start to try it at 600ft, just to see.....
In our school we teach fulltouch at the end of the commercial course.
thouse of you who know the R-22 know that it takes quite a while to master the fulltouchautos. No need to bend the baby before the student gets it to a good power recovery EVERYTIME!
However to the end of the privat course we demo a couple fulltouches.
For the solo we care mostly that the student will go into an auto at all if neccessary....
Once in there he safed his bacon half the way already!!
3top
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3top: I'm not sure you should try the 30kt auto, even from 600 feet, and especially at 500 fpm rate of climb, in the R22. If there are no further posts here, I'll know you've tried it.
The 90 per cent gives a good margin for error, but what troubles me most is the rate at which the needles were heading south when they crossed the line. I had an old instructor, now dead of natural causes, who had 17,000 hours' rotary going back to 1948, who once took the Nr down to 83 per cent in the cruise in an R22 and commented helpfully that he "didn't think it was ready to quit yet". I didn't fly with him again after that.
The 90 per cent gives a good margin for error, but what troubles me most is the rate at which the needles were heading south when they crossed the line. I had an old instructor, now dead of natural causes, who had 17,000 hours' rotary going back to 1948, who once took the Nr down to 83 per cent in the cruise in an R22 and commented helpfully that he "didn't think it was ready to quit yet". I didn't fly with him again after that.
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Hi good morning TN,
Last year I flew with a mega hi time ex RAF, CFI who flew me in a R22 down to 84% to show me that you would have to be mentally asleep to miss the warnings, to say that I enjoyed that, would be a tad wrong, but it does prove something, dont it?
PeterB
Last year I flew with a mega hi time ex RAF, CFI who flew me in a R22 down to 84% to show me that you would have to be mentally asleep to miss the warnings, to say that I enjoyed that, would be a tad wrong, but it does prove something, dont it?
PeterB
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Peter: I dunno, I don't think it's very bright to deliberately erode the margins to such a degree. Maybe we're wrong in even posting this here... some hot dog might try to get it even lower.
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Hi guys,
Still alive, did not try it yet, but I will:
If you deliberately try it you should be prepared - anyway I am not dumb enough to do the real thing at once. I will split the needles and keep the engine rpm near, once it works and I can get it all the way into a stable auto I will let you know....
To the postings: I hope there are no real dumb people reading PPRUNE. Besides nobody is asking or forcing anyone to do things.
To the low rpm cruise stories: It seems to be a high timer problem. I had an examiner!!! do a checkride in a R-44 demonstrating 75% !!!! rpm-cruise. The gentleman was sternly advised to never do any low rpm checks at all anymore.
These stupid things come from people who probably have thousands of hours in Bells and got to fly helicopters rather by luck and/or influence and luckily survived long enough to get hightime. Ask them something rather specific about helicopter theory or aerodynamics and you might get excuses, because they never knew in the first place. I do not want to bash hightimers in general, there a lots of hightimers around that know their stuff including the theory, but there are black sheep in every profession.
The low rpm-stuff comes most likely after attending a Robinson factory safety course. Of course they will try to eliminate the myth, that a Robbie will fall out of the sky once you hear the low rpm warning and that it takes only 1/1000 sec to get there (Well, most higher time R-drivers know that this is not true anyway...).
Part of the demonstration is a flight at 90% rpm and you stay there for about 5 min and do gentle maneuvers: climbs, turns ,descents.
This is to show, that there is no hurry to get back up to 102%.
At a different time with low fuel levels, over a hard surface, little to no wind, the safety course instructor will hover a R-44 at 75% or a R-22 at 80% about a foot high. However, this is to demonstrate the HIGH EFFICIECY AND CONTROL RESERVES OF THE TAILROTOR. (There are no quarterly tailwind restrictions on either Robinson, as for example on a Bell 206).
Generally I am very glad they demonstrate these things, as they are very confidence inspiring. However they had to abandon to demo low g recovery as some overconfident instructors would start to kill themselves and their students. I consider myself lucky to still have received a demo long after they generally quit that. However I DO NOT SHOW students low g recoverys nor low rpm hovers. What we do is 90% cruise and low rpm recovery from there. The low g recovery gets practised much like retreading bladestall - you go thru the moves without actually going to the point (retreading bs or low g)(Actually I believe we were told at the safety course that the R-22 was impossible to get into reatreating blade stall ( The factory test pilot for the R-22 should know it..)for it lacks the power to get to the necessary speed - and thing runs 102 kts tops!!
IF THERE ARE ANY LOW TIME R-22 OR R-44 PILOTS READING THIS:
IF YOU EVER GET IN THE SITUATION THAT ANYBODY - EXAMINER, INSTRUCTOR, HIGHTIMER OR JUST A PLAIN EVERYDAY GUY - IS IN COMMAND OF A ROBINSON WITH YOU ON THE SIDE OR THE BACKSEAT, SHOWING OFF (THATīS WHAT IT IS...)LOW RPM-STUFF, TELL THEM TO QUIT IMMEDIATELY, IF YOU CAN SWITCH THE GOVERNOR BACK ON AND MAKE THEM IN NO UNCLEAR TERMS UNDERSTAND THAT THEY ACT EXTREMLY STUPID AND DANGEROUS AND THAT YOU DO NOT CARE TO SEE ANYMORE, BUT WISH TO GO STRAIGHT BACK TO BASE RIGHT AWAY.
PLEASE TO THE REST OF THE HELICOPTER COMMUNITY THE FAVOR AND REPORT THESE IDIOTS TO THE RESPECTIVE OWNERS OF THE HELICOPTERS. (I do not want to report these guys to authorities because everyone deserves a second chance, besides there are no laws that say you can not fly with low rpm...)
THESE "SPECIALISTS" SHOULD GET A GOOD HEADWASH FROM WHOEVER CAN - FLIGHTSCHOOL, FELLOWINSTRUCTORS OR EXPERIENCED PILOTS.
THESE ARE THE GUYS WHO LACK COMPLETELY UNDERSTANDING OF THE TERM ROTORSTALL (Ask them and they most likely try to explain reatreating bladestall - and not general mainrotor stall - there is no recovery from that!!!!!!). THEY DO NOT UNDERSTAND THAT THEY ARE ABOUT TO KILL AND GET KILLED!!
Fly safe,
3TOP
PS.: I just had to state it bold. I thought it was a once in a lifetime experience, allthough I was not in the R-44 at the time when this examiner demoed low rpm flying, but I still had cold showers running down my back when the students told me.....
Unfortunately therE seem to be more of these "specialists" out there....
3top
Still alive, did not try it yet, but I will:
If you deliberately try it you should be prepared - anyway I am not dumb enough to do the real thing at once. I will split the needles and keep the engine rpm near, once it works and I can get it all the way into a stable auto I will let you know....
To the postings: I hope there are no real dumb people reading PPRUNE. Besides nobody is asking or forcing anyone to do things.
To the low rpm cruise stories: It seems to be a high timer problem. I had an examiner!!! do a checkride in a R-44 demonstrating 75% !!!! rpm-cruise. The gentleman was sternly advised to never do any low rpm checks at all anymore.
These stupid things come from people who probably have thousands of hours in Bells and got to fly helicopters rather by luck and/or influence and luckily survived long enough to get hightime. Ask them something rather specific about helicopter theory or aerodynamics and you might get excuses, because they never knew in the first place. I do not want to bash hightimers in general, there a lots of hightimers around that know their stuff including the theory, but there are black sheep in every profession.
The low rpm-stuff comes most likely after attending a Robinson factory safety course. Of course they will try to eliminate the myth, that a Robbie will fall out of the sky once you hear the low rpm warning and that it takes only 1/1000 sec to get there (Well, most higher time R-drivers know that this is not true anyway...).
Part of the demonstration is a flight at 90% rpm and you stay there for about 5 min and do gentle maneuvers: climbs, turns ,descents.
This is to show, that there is no hurry to get back up to 102%.
At a different time with low fuel levels, over a hard surface, little to no wind, the safety course instructor will hover a R-44 at 75% or a R-22 at 80% about a foot high. However, this is to demonstrate the HIGH EFFICIECY AND CONTROL RESERVES OF THE TAILROTOR. (There are no quarterly tailwind restrictions on either Robinson, as for example on a Bell 206).
Generally I am very glad they demonstrate these things, as they are very confidence inspiring. However they had to abandon to demo low g recovery as some overconfident instructors would start to kill themselves and their students. I consider myself lucky to still have received a demo long after they generally quit that. However I DO NOT SHOW students low g recoverys nor low rpm hovers. What we do is 90% cruise and low rpm recovery from there. The low g recovery gets practised much like retreading bladestall - you go thru the moves without actually going to the point (retreading bs or low g)(Actually I believe we were told at the safety course that the R-22 was impossible to get into reatreating blade stall ( The factory test pilot for the R-22 should know it..)for it lacks the power to get to the necessary speed - and thing runs 102 kts tops!!
IF THERE ARE ANY LOW TIME R-22 OR R-44 PILOTS READING THIS:
IF YOU EVER GET IN THE SITUATION THAT ANYBODY - EXAMINER, INSTRUCTOR, HIGHTIMER OR JUST A PLAIN EVERYDAY GUY - IS IN COMMAND OF A ROBINSON WITH YOU ON THE SIDE OR THE BACKSEAT, SHOWING OFF (THATīS WHAT IT IS...)LOW RPM-STUFF, TELL THEM TO QUIT IMMEDIATELY, IF YOU CAN SWITCH THE GOVERNOR BACK ON AND MAKE THEM IN NO UNCLEAR TERMS UNDERSTAND THAT THEY ACT EXTREMLY STUPID AND DANGEROUS AND THAT YOU DO NOT CARE TO SEE ANYMORE, BUT WISH TO GO STRAIGHT BACK TO BASE RIGHT AWAY.
PLEASE TO THE REST OF THE HELICOPTER COMMUNITY THE FAVOR AND REPORT THESE IDIOTS TO THE RESPECTIVE OWNERS OF THE HELICOPTERS. (I do not want to report these guys to authorities because everyone deserves a second chance, besides there are no laws that say you can not fly with low rpm...)
THESE "SPECIALISTS" SHOULD GET A GOOD HEADWASH FROM WHOEVER CAN - FLIGHTSCHOOL, FELLOWINSTRUCTORS OR EXPERIENCED PILOTS.
THESE ARE THE GUYS WHO LACK COMPLETELY UNDERSTANDING OF THE TERM ROTORSTALL (Ask them and they most likely try to explain reatreating bladestall - and not general mainrotor stall - there is no recovery from that!!!!!!). THEY DO NOT UNDERSTAND THAT THEY ARE ABOUT TO KILL AND GET KILLED!!
Fly safe,
3TOP
PS.: I just had to state it bold. I thought it was a once in a lifetime experience, allthough I was not in the R-44 at the time when this examiner demoed low rpm flying, but I still had cold showers running down my back when the students told me.....
Unfortunately therE seem to be more of these "specialists" out there....
3top
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Hi all,
Back from my trip, I can see some great discussion goin on on this one!
TN,
I'm in the same opinion, not too much time, however if you are caught off guard there are options mentioned, the slight aft ccylic as in a flare will add RPM back, may not reverse the trend, etc ...
I think the thing I commit myself to is that if there is any question or feeling of something not right with the aircraft, my left hand descends instinctively as I make an assessment. If nothing wrong, can't hurt too much.
I wholeheartedly agree with those who say the Auto itself is determined by the entry, especially in the robbie. If you get a decent entry established, then you are halfway there. Doesn't matter (in real life) if you smack the bird where it isn't recoverable, point is so you are ... JMO.
I also wouldn't fly with anyone wanting to do low RPM experiments, they pay the test poilot enought to do that for us, I'll take the limits set already, only forgoing it for the low RPM recovery demo for the checkride. Why tempt fate eh?
Nr = Life (in my book).
Back from my trip, I can see some great discussion goin on on this one!
TN,
I'm in the same opinion, not too much time, however if you are caught off guard there are options mentioned, the slight aft ccylic as in a flare will add RPM back, may not reverse the trend, etc ...
I think the thing I commit myself to is that if there is any question or feeling of something not right with the aircraft, my left hand descends instinctively as I make an assessment. If nothing wrong, can't hurt too much.
I wholeheartedly agree with those who say the Auto itself is determined by the entry, especially in the robbie. If you get a decent entry established, then you are halfway there. Doesn't matter (in real life) if you smack the bird where it isn't recoverable, point is so you are ... JMO.
I also wouldn't fly with anyone wanting to do low RPM experiments, they pay the test poilot enought to do that for us, I'll take the limits set already, only forgoing it for the low RPM recovery demo for the checkride. Why tempt fate eh?
Nr = Life (in my book).
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Hi RW-1,
I see you speak the language.
All this low rpm stuff is really stupid. However it is good that people know, that a Robinson is not going to fall out of the sky just when you hear the low-rpm horn.
Remember to practise low rpm-autos from time to time (if you are low time preferable with a good instructor..)as you need it to strech a glide - POH 75 kts and 90%rpm also min descent will be at 90%.......
However in regular flying there is no place for these brain dead games as seen on this thread!
Fly safe but donīt forget the fun!
3TOP and R-Driver
I see you speak the language.
All this low rpm stuff is really stupid. However it is good that people know, that a Robinson is not going to fall out of the sky just when you hear the low-rpm horn.
Remember to practise low rpm-autos from time to time (if you are low time preferable with a good instructor..)as you need it to strech a glide - POH 75 kts and 90%rpm also min descent will be at 90%.......
However in regular flying there is no place for these brain dead games as seen on this thread!
Fly safe but donīt forget the fun!
3TOP and R-Driver
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3Top,
Speaking it is easy, it's following it when you are upstairs that can be hard ...
I know what you mean by not panicking when low RPM goes off though, when I was learning straight in autos, every time in the flare if I heard/saw it, I actually had to unlearn my conditioned reflex to lower collective, as at the flare stage or just before, I finally hammered it into my brain i could use aft cyclic at that point to bring it up ("you're about to flare anyway, use it!" Says CFI .... )
But if I had to say there was one thing on my mind when I fly, it is that I'm responsive enough when something happens (you know what I mean, not lollygagging outside and ignoring those likely warning signs of impending bad news ...) to get myself into that halfway decent auto entry when I need to do it.
And I'll bring up low RPM auto's for glide stretching up to my CFI this weekend, not like I don't have enough on my plate already hehe ....
[ 19 December 2001: Message edited by: RW-1 ]</p>
Speaking it is easy, it's following it when you are upstairs that can be hard ...
I know what you mean by not panicking when low RPM goes off though, when I was learning straight in autos, every time in the flare if I heard/saw it, I actually had to unlearn my conditioned reflex to lower collective, as at the flare stage or just before, I finally hammered it into my brain i could use aft cyclic at that point to bring it up ("you're about to flare anyway, use it!" Says CFI ....
)But if I had to say there was one thing on my mind when I fly, it is that I'm responsive enough when something happens (you know what I mean, not lollygagging outside and ignoring those likely warning signs of impending bad news ...) to get myself into that halfway decent auto entry when I need to do it.
And I'll bring up low RPM auto's for glide stretching up to my CFI this weekend, not like I don't have enough on my plate already hehe ....
[ 19 December 2001: Message edited by: RW-1 ]</p>
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Hello again,
RW-1: Just got back from doing a couple of full touchdowns to the water with a float R-44! Great fun and really soft (if you do it right...). 1/2 fuel and a sealed airfilterbox and someone who knows the way...
But the point is: in this case my student was a lowtime CFII (allthough he is very good for his hours). To check him on emergencies, I chopped the throttle and he nearly brock my back - he slammed the collective down so fast and hard!! Good reaction but fairly hard on the helo. We got to do it a couple of times more and now he is actually pulling back a little and the collective goes hardly all the way down at all anymore (and the way it goes it goes quickly but smooth - no slam) as the rpm hardly goes below 100% (remember the R-44 runs on 102% I think....). We were doing 85 kts at the chops so with a little backpressure it will settle into 65kts by the time the sinkrate is established. I know it is good to know, that ones reaction is correct, but on the Robbies you will have to wait (nearly..) for ever that something happens that might urge one to lower collective for "in case".
At the same time we tried a chop at 60kts and 500 fpm climb. Backpressure has to be substantial and speed will go down to about 35 kts until a decent descent is established, that permits to get some speed back. At this point we lowered the rpm to about 95% in a noselow attidude to gain speed (collective at the bottom). We never got all the way to 65 kts but still did a soft fulltouchdown to the water. We chopped at about 300 ft above the water, however we where fairly light, so once we where established in the auto there was not a lot of inertia to bring to a halt.
Once you have some 200-300 hrs I encourage you to get back to a good instructor and do some more advanced emergency and "offroad" training, it is fun! ...and expands your limits (...on a Robinson you will have a hard time to ever find its limit, mostly the pilot will chicken out first - not counting idiots who will go "straight of the cliff in a turn, because there are no physics for them...)
Fly safe,
3TOP <img src="cool.gif" border="0">
RW-1: Just got back from doing a couple of full touchdowns to the water with a float R-44! Great fun and really soft (if you do it right...). 1/2 fuel and a sealed airfilterbox and someone who knows the way...
But the point is: in this case my student was a lowtime CFII (allthough he is very good for his hours). To check him on emergencies, I chopped the throttle and he nearly brock my back - he slammed the collective down so fast and hard!! Good reaction but fairly hard on the helo. We got to do it a couple of times more and now he is actually pulling back a little and the collective goes hardly all the way down at all anymore (and the way it goes it goes quickly but smooth - no slam) as the rpm hardly goes below 100% (remember the R-44 runs on 102% I think....). We were doing 85 kts at the chops so with a little backpressure it will settle into 65kts by the time the sinkrate is established. I know it is good to know, that ones reaction is correct, but on the Robbies you will have to wait (nearly..) for ever that something happens that might urge one to lower collective for "in case".
At the same time we tried a chop at 60kts and 500 fpm climb. Backpressure has to be substantial and speed will go down to about 35 kts until a decent descent is established, that permits to get some speed back. At this point we lowered the rpm to about 95% in a noselow attidude to gain speed (collective at the bottom). We never got all the way to 65 kts but still did a soft fulltouchdown to the water. We chopped at about 300 ft above the water, however we where fairly light, so once we where established in the auto there was not a lot of inertia to bring to a halt.
Once you have some 200-300 hrs I encourage you to get back to a good instructor and do some more advanced emergency and "offroad" training, it is fun! ...and expands your limits (...on a Robinson you will have a hard time to ever find its limit, mostly the pilot will chicken out first - not counting idiots who will go "straight of the cliff in a turn, because there are no physics for them...)
Fly safe,
3TOP <img src="cool.gif" border="0">
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Gee 200-3000 seem like a light year away at the moment. But I do have that intention. Don't want to plateau at all, there is always something interesting one can find to learn, or relearn another way of doing something you thought you were great at.
I liked it when in learning straight in's, when I found my cyclic attitude to get my 65 indicated. I still do it by rote hehe, down coll, right pedal, a bit of aft cyclic and split the needles my largest hurdle was holding it afterwards, you know, if you move slightly, you end up running around to follow one needle or another, I may have broken that habit...
How did you find the touchdowns on the water itself? with a little forward speed or just down? I know you would have to be slow in bringing up the power afterwards as you wouldn't want to sit-n-spin hehe ....
Likely in the near future, if I get involved with boatpix, I may be trying the 22 with floats, should be a blast....
I liked it when in learning straight in's, when I found my cyclic attitude to get my 65 indicated. I still do it by rote hehe, down coll, right pedal, a bit of aft cyclic and split the needles
my largest hurdle was holding it afterwards, you know, if you move slightly, you end up running around to follow one needle or another, I may have broken that habit... How did you find the touchdowns on the water itself? with a little forward speed or just down? I know you would have to be slow in bringing up the power afterwards as you wouldn't want to sit-n-spin hehe ....
Likely in the near future, if I get involved with boatpix, I may be trying the 22 with floats, should be a blast....
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Hi RW-1!
Once you lose the fear of autos it will become fun! Once you have the rpm needle moving slow do not chase it it will not be fast enough to follow.If you got it stable and you change the speed, rpm will move again, but try not to chase it with collective, just donīt move the collective at all. When speed is stabilized again, so will rpm.......
Water touchdowns, just like the manual says:
with a little forward speed (my gues is below translational as I do have some speed but no more indication) and little nose high attidude. Once I was confindent the chap on the other seat will do it right, I looked outside and checked TR-clearance to the water and attidude at touch: The part of the floats that rise aft will be pretty much level with the water. Touch is extremly soft (if you do it right I guess), softer than on land.
Do not trry to hold the nose too high, I was surprised at the attidude as it did not feel so steep looking out the cockpit - make it like the initial attidude at a smooth slow quickstop.
Have fun!
3TOP
<img src="cool.gif" border="0">
Once you lose the fear of autos it will become fun! Once you have the rpm needle moving slow do not chase it it will not be fast enough to follow.If you got it stable and you change the speed, rpm will move again, but try not to chase it with collective, just donīt move the collective at all. When speed is stabilized again, so will rpm.......
Water touchdowns, just like the manual says:
with a little forward speed (my gues is below translational as I do have some speed but no more indication) and little nose high attidude. Once I was confindent the chap on the other seat will do it right, I looked outside and checked TR-clearance to the water and attidude at touch: The part of the floats that rise aft will be pretty much level with the water. Touch is extremly soft (if you do it right I guess), softer than on land.
Do not trry to hold the nose too high, I was surprised at the attidude as it did not feel so steep looking out the cockpit - make it like the initial attidude at a smooth slow quickstop.
Have fun!
3TOP
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Join Date: Nov 2000
Location: Sunrise, Fl. U.S.A.
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Don't get me wrong, I do think they are fun! My thing is that up to now I have been flying infrequetly, so it's just that first one after a while that gets me hehe ....
I'm enjoying learning the 180's, and getting my CAL's down lately. That's a trip, I keep thinking "Hmmm and the tail is how far back?"
I'm enjoying learning the 180's, and getting my CAL's down lately. That's a trip, I keep thinking "Hmmm and the tail is how far back?"
Join Date: Nov 2001
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Bad news RW-1!
You never get used to autos or flying helos!
I am flying them for a living - luckily - but if I donīt fly for a while (even less than a week....) and I need some time to "connect" again, same with autos!!
But thats helos!!
Have fun at last!
3TOP <img src="smile.gif" border="0">
You never get used to autos or flying helos!
I am flying them for a living - luckily - but if I donīt fly for a while (even less than a week....) and I need some time to "connect" again, same with autos!!
But thats helos!!
Have fun at last!
3TOP
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