New Pilot Trying to Fly a Helicopter
Join Date: Feb 2006
Location: Frozen North
Posts: 53
Likes: 0
Received 0 Likes
on
0 Posts
Two old bits of advice that may be new to some:
All Aircraft Bite Fools.
The superior pilot uses his superior judgement to avoid situations requiring his superior skills.
All Aircraft Bite Fools.
The superior pilot uses his superior judgement to avoid situations requiring his superior skills.
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 422 Likes
on
222 Posts
Hey PF#1,
You wrong? Surely not, we thought you had your faults - but from what you told us before, being wrong wasn't one of them!
Has someone slipped something in your coffee?
You wrong? Surely not, we thought you had your faults - but from what you told us before, being wrong wasn't one of them!
Has someone slipped something in your coffee?
Join Date: Jul 2003
Location: UK
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by PPRUNE FAN#1
"Professional" is a state of mind.
Also, is a banked hover turn something you do when hover taxiing or is it a stationary spot turn kind of a thing?
Join Date: Nov 2002
Location: AUS
Posts: 331
Likes: 0
Received 0 Likes
on
0 Posts
Guys. I already told you. There's two of them thats got access to that keyboard. And when evil PPF1 catches this new guy there's gonna be blood.
5.0
I would imagine the banked hover turn relates to taxiing sideways at some speed and then using pedals and cyclic to turn 90 deg. in the direction of travel thus giving you forward airspeed and you fly smoothly away. It's not much of a trick but some pilots do take a while to outgrow it.
5.0
I would imagine the banked hover turn relates to taxiing sideways at some speed and then using pedals and cyclic to turn 90 deg. in the direction of travel thus giving you forward airspeed and you fly smoothly away. It's not much of a trick but some pilots do take a while to outgrow it.
Sideward flight is a manuevre that is peculiar to helicopters v. aeroplanes. But there is little practical use for it other than to go, "Lookee here, I can fly sideways!" Because we helicopter pilots are such paranoid blokes when it comes to failures, we worry about having to be on the ground immediately! A surprise tail rotor failure or engine failure in a hover (I know pilots who've had both) or other malady will put you on the ground faster than you can say, "What the...?" If you happen to have some sideward motion at the time of touchdown things can get messy. So in some circles it's considered bad form to hover sideways, just in case.
Similarly, pilots who hover-taxi a little too fast and a little too high will sometimes make banked turns as they negotiate the particular path over the ground they wish to follow. It is merely an expedient for the lazy or those who are in such a huge hurry that they forget the basics. And it too is bad form. If the dreaded engine failure were to happen when you were close to the ground and banked over like that, you'd be one awfully busy budgie trying to get everything evened out before the skids touched. And hey, maybe you're that good! I'm pretty sure I am, but I'd rather not have to take the surprise pop-quiz on it.
We practice engine cuts in a hover. In a turbine, especially one with certain RR-250 series engines they are yawn-inducing, slow-motion events due to the scheduled decelleration of these engines (i.e. there is a minimum decelleration time that they must meet no matter how quickly the pilot jerks the throttle from full to idle). Pilots who've had real engine failures tell me that they are nothing like the lazy, easy ones we practice, and that the power goes away suddenly, like killing the mags on a recip. Me, I'll take their word on that one.
Now I've never had an engine failure. Yet. I am convinced that it will happen the very day I decide to let my guard down and say, "Ah, screw it," and hover-taxi fast to parking, banking the thing over in the turns as I go. That is my luck and I've learnt not to press it. Your marriage may vary.
I've got some other pet peeves too, many of which I've written about in these very pages. And it makes me wonder if other guys who watch me fly don't sometimes shake their clenched fists in front of their red faces and go, "Oooooh, that guy! I HATE when he does that! Doesn't he know how dangerous that is?!"
Heh. I mean, you never know! There is more than one "right" way to fly, as long as you don't crash the ship, I suppose. Each pilot has The Way that is right for him/her, and he/she probably considers every other way to be just plain wrong.
Similarly, pilots who hover-taxi a little too fast and a little too high will sometimes make banked turns as they negotiate the particular path over the ground they wish to follow. It is merely an expedient for the lazy or those who are in such a huge hurry that they forget the basics. And it too is bad form. If the dreaded engine failure were to happen when you were close to the ground and banked over like that, you'd be one awfully busy budgie trying to get everything evened out before the skids touched. And hey, maybe you're that good! I'm pretty sure I am, but I'd rather not have to take the surprise pop-quiz on it.
We practice engine cuts in a hover. In a turbine, especially one with certain RR-250 series engines they are yawn-inducing, slow-motion events due to the scheduled decelleration of these engines (i.e. there is a minimum decelleration time that they must meet no matter how quickly the pilot jerks the throttle from full to idle). Pilots who've had real engine failures tell me that they are nothing like the lazy, easy ones we practice, and that the power goes away suddenly, like killing the mags on a recip. Me, I'll take their word on that one.
Now I've never had an engine failure. Yet. I am convinced that it will happen the very day I decide to let my guard down and say, "Ah, screw it," and hover-taxi fast to parking, banking the thing over in the turns as I go. That is my luck and I've learnt not to press it. Your marriage may vary.
I've got some other pet peeves too, many of which I've written about in these very pages. And it makes me wonder if other guys who watch me fly don't sometimes shake their clenched fists in front of their red faces and go, "Oooooh, that guy! I HATE when he does that! Doesn't he know how dangerous that is?!"
Heh. I mean, you never know! There is more than one "right" way to fly, as long as you don't crash the ship, I suppose. Each pilot has The Way that is right for him/her, and he/she probably considers every other way to be just plain wrong.
Join Date: Jul 2003
Location: UK
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by PPRUNE FAN#1
pilots who hover-taxi a little too fast and a little too high will sometimes make banked turns as they negotiate the particular path over the ground they wish to follow.
Originally Posted by PPRUNE FAN#1
It is merely an expedient for the lazy or those who are in such a huge hurry that they forget the basics..
But you should see the guy who works out of the next hangar, he taxis really fast!
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 422 Likes
on
222 Posts
Unless you fly a twin, when it's actually safer in some circumstances to keep the speed up above V1.
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 422 Likes
on
222 Posts
Originally Posted by Thomas coupling
V1...wrong aircraft methinks?
But not the EC135..
Jim, If anyone wants to find out what V1 is they can easily look it up!
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 422 Likes
on
222 Posts
I'm surprised a certain Capt. Lappos hasn't already joined in, take that as a clue.
As I said, the terms V1 (TDP) , V2 and Vy relate to Class 1 / Perf. A Operations. V1 & V2 are derived from graphs taking into account density altitude and aircraft mass and are bugged on the ASI before takeoff. Vy is given for sea level conditions and is deemed to reduce at a standard rate with increased altitude. For V1, read Takeoff Decision Point (TDP) if you prefer.
Below V1 (TDP), in the event of a single engine failure the aircraft cannot climb away and is landed back on. For the type I fly, this ranges from 30 to 49 kts, depending on prevailing DA conditions.
Above V1 (TDP) the aircraft can be flown away on the remaining engine. V2 is held until obstacles are cleared (40 to 59 kts on said type), then IAS is increased further to Vy, which by definition gives the best ROC.
As I said, the terms V1 (TDP) , V2 and Vy relate to Class 1 / Perf. A Operations. V1 & V2 are derived from graphs taking into account density altitude and aircraft mass and are bugged on the ASI before takeoff. Vy is given for sea level conditions and is deemed to reduce at a standard rate with increased altitude. For V1, read Takeoff Decision Point (TDP) if you prefer.
Below V1 (TDP), in the event of a single engine failure the aircraft cannot climb away and is landed back on. For the type I fly, this ranges from 30 to 49 kts, depending on prevailing DA conditions.
Above V1 (TDP) the aircraft can be flown away on the remaining engine. V2 is held until obstacles are cleared (40 to 59 kts on said type), then IAS is increased further to Vy, which by definition gives the best ROC.
Last edited by ShyTorque; 4th Mar 2006 at 10:41.
Join Date: Dec 2004
Location: canada
Posts: 100
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by PPRUNE FAN#1
But there is little practical use for it other than to go, "Lookee here, I can fly sideways!"
what a shame to be halfway over a fence when the donk quits, or think you are clear and settle your tail rotor into it
and yes, of course you would not do this if you are already flying straight and level, more of something that is used in positioning for take-off or back to a ramp or pad
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 422 Likes
on
222 Posts
Originally Posted by JimL
ShyTorque,
What is V1 if it is a backup profile?
Jim
What is V1 if it is a backup profile?
Jim
If, by saying a "backup" profile you are referring to a vertical profile, the pilot works to a TDP, normally defined as a RADALT height above the helipad.
BTW, Judging by the qualification in your profile, I think you must be fishing...
I think you might be right!
Join Date: Feb 2005
Location: Australia
Posts: 1,957
Likes: 0
Received 0 Likes
on
0 Posts
prune face
i've always noticed that the biggest egos seem inextricably close-coupled to the shortest fuses.
but to err is human to repeat is----?
taxi speed? i remember in '79 at LGB we were told straight up, fifty feet- fifty knots, or the little green men in the very tall building will shoot you. mind you it was the busiest light A/C hub in the world in company with five of the busiest seven all within 150 nm's, right there in the sunny west. six active rotor pads all day.
The coppers next door to our air log outfit used come out of their compound in their 369's tracking direct at Vjato i am sure of that. they were a good bunch, on for a beer and a joke.
low level maneuvring? it, is simple and something to do with learning about flying helicopters instead of straight line stuff. first you need instruction, then an LL endorsement and shudder -- shudder if you live for 300 hours and if you want to take it further, find someone who will teach you the boundaries that you can then use to explore for yourself.
an attitude to be commended for those who have the flair, as it invariably will pplace you in better cred when that real situation pops up in those out of the way places.
for those who don't wish to push that is also fine, always try to work out how to stay out of that unusual situation, no-where near guns or cattle i think.
but to err is human to repeat is----?
taxi speed? i remember in '79 at LGB we were told straight up, fifty feet- fifty knots, or the little green men in the very tall building will shoot you. mind you it was the busiest light A/C hub in the world in company with five of the busiest seven all within 150 nm's, right there in the sunny west. six active rotor pads all day.
The coppers next door to our air log outfit used come out of their compound in their 369's tracking direct at Vjato i am sure of that. they were a good bunch, on for a beer and a joke.
low level maneuvring? it, is simple and something to do with learning about flying helicopters instead of straight line stuff. first you need instruction, then an LL endorsement and shudder -- shudder if you live for 300 hours and if you want to take it further, find someone who will teach you the boundaries that you can then use to explore for yourself.
an attitude to be commended for those who have the flair, as it invariably will pplace you in better cred when that real situation pops up in those out of the way places.
for those who don't wish to push that is also fine, always try to work out how to stay out of that unusual situation, no-where near guns or cattle i think.