stuck left pedal in hover: what do you do?
Purveyor of Egg Liqueur to Lucifer
Stuck left pedal ...
... use the right one
... use the right one
Stirring the pot don't do diddly squat for the rate of rotation 
I dare say Your instructor has a huge amount of ego to Peel off before he kills someone, or teaches someone to unwittingly F up 
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Pull collective to increase torque and stop the rotation. Stir the cyclic to shed lift and start descending. Pump the collective to reduce lift and continue descending without starting to spin again. (Actually, in this phase the collective stays down more than up so that you descend, and you pump it up to control the rotation.) Stop stirring the stick when you get close to the ground to avoid dynamic rollover. Set 'er down on a collective down stroke. That's how we do it here in the wilds of Northern Alberta where there's nothing but swamp and boreal forest as far as the eye can see.
Practice with an instructor!
Practice with an instructor!
Read what Weads put up:
If stuck in a gentle left pedal turn in the hover:
a. roll off a little throttle. Turn will initially speed up and acft wants to sink - hold off the ground with lever. More torque but lower TR RPM, turn will slow down, maybe even stop.
b. If still turning, repeat.
c. when turn stops, allow bird to sink slowly to ground.
As Helmet Fire said in the archive, it is aircraft specific. Works on some. Roof-mounted throttles are a bit trickier to make it work if you don't have anybody up front with you.
If stuck in a gentle left pedal turn in the hover:
a. roll off a little throttle. Turn will initially speed up and acft wants to sink - hold off the ground with lever. More torque but lower TR RPM, turn will slow down, maybe even stop.
b. If still turning, repeat.
c. when turn stops, allow bird to sink slowly to ground.
As Helmet Fire said in the archive, it is aircraft specific. Works on some. Roof-mounted throttles are a bit trickier to make it work if you don't have anybody up front with you.
Analyze the cause of the problem using the evidence and situation.
The root cause is excess thrust being produced by the tail rotor (if Left turning Rotor.....insufficient thrust if Right turning Rotor) for the situation laid out by the original post.
Reducing RPM cures one (left turning
) by reducing Tail Rotor thrust, lowering the Collective reduces Toque in the other.....and rotation should decrease in either case.
If the rotation remains excessive for a safe landing....fly away and make an approach using minimum RPM and maintain forward speed until within a foot or so of the ground and decelerate until the aircraft is aligned with the movement alocross the ground or at a hover.....and land (left turning Rotor).
Understanding all factors that pertain to Torque control beyond just the Pedals is the key. Just as far too many fixed Wing Pilots fail to know what the Rudder can do on an airplane.....far too many helicopter pilots fail to fully understand "torque" in helicopters.
Right turning Rotor.....fly away and make an approach and running landing using least torque possible....or autorotation expecting some rotation at touchdown.
The root cause is excess thrust being produced by the tail rotor (if Left turning Rotor.....insufficient thrust if Right turning Rotor) for the situation laid out by the original post.
Reducing RPM cures one (left turning
) by reducing Tail Rotor thrust, lowering the Collective reduces Toque in the other.....and rotation should decrease in either case.
If the rotation remains excessive for a safe landing....fly away and make an approach using minimum RPM and maintain forward speed until within a foot or so of the ground and decelerate until the aircraft is aligned with the movement alocross the ground or at a hover.....and land (left turning Rotor).
Understanding all factors that pertain to Torque control beyond just the Pedals is the key. Just as far too many fixed Wing Pilots fail to know what the Rudder can do on an airplane.....far too many helicopter pilots fail to fully understand "torque" in helicopters.
Right turning Rotor.....fly away and make an approach and running landing using least torque possible....or autorotation expecting some rotation at touchdown.
Pull collective to increase torque and stop the rotation. Stir the cyclic to shed lift and start descending. Pump the collective to reduce lift and continue descending without starting to spin again. (Actually, in this phase the collective stays down more than up so that you descend, and you pump it up to control the rotation.) Stop stirring the stick when you get close to the ground to avoid dynamic rollover. Set 'er down on a collective down stroke. That's how we do it here in the wilds of Northern Alberta where there's nothing but swamp and boreal forest as far as the eye can see.
Practice with an instructor!
Practice with an instructor!
One scenario....perform a max power vertical takeoff as if leaving a clearing surrounded by those tall trees you mention.....do not bring your power pedal back...leave it at the most position required to maintain heading.....then try your jiggly stick Procedure....and let us know how you get on.
What I described is a way of getting a realistic "max" pedal input....not just a very small excess.
If all you have to do is roll off a tiny bit of throttle and instantly cure the cause of the problem.....why do the jiggly bit which does nothing to cure the cause of the problem?
Sas, I don't think a max power take-off in an R22 is very exciting at all - it just about pulls the skin off a rice-pudding but not much more
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Good discussion.
Beeping down or rolling off throttle can be very effective, and that's why I like to keep it in reserve. I like the idea of keeping some tricks in my bag, just in case. Also, it's a lot harder on those ships that don't have a twist throttle. I'm a simple man, so I like to keep my initial responses as similar as possible across types.
Beeping down or rolling off throttle can be very effective, and that's why I like to keep it in reserve. I like the idea of keeping some tricks in my bag, just in case. Also, it's a lot harder on those ships that don't have a twist throttle. I'm a simple man, so I like to keep my initial responses as similar as possible across types.
Pull collective to increase torque and stop the rotation. Stir the cyclic to shed lift and start descending. Pump the collective to reduce lift and continue descending without starting to spin again. (Actually, in this phase the collective stays down more than up so that you descend, and you pump it up to control the rotation.) Stop stirring the stick when you get close to the ground to avoid dynamic rollover. Set 'er down on a collective down stroke. That's how we do it here in the wilds of Northern Alberta where there's nothing but swamp and boreal forest as far as the eye can see.
Practice with an instructor!
Practice with an instructor!
another gyroscopic force
Originally Posted by [email protected]
it's not a gyroscope, it's a rotor, so no.
When doing training I would wait until the victim did a little bit of a "Hotdog" takeoff and jam the pedal. The results were a good lesson. I am refering to recurrent training and not flying with lowtime students.
Doing circuits for autos was the prime time because after 3 or 4 full ons the guy was having fun and wanted to get back upstairs in a hurry. Also by this time we were usually light on fuel with lots of power available.
Did some training with Bell and they had a very good method of recovery.
Doing circuits for autos was the prime time because after 3 or 4 full ons the guy was having fun and wanted to get back upstairs in a hurry. Also by this time we were usually light on fuel with lots of power available.
Did some training with Bell and they had a very good method of recovery.
Avoid imitations
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Unfortunately, "Rolling off throttle" isn't an easy option on many modern helicopters, where the engines are computer controlled.
Originally Posted by [email protected]
Sas, I don't think a max power take-off in an R22 is very exciting at all - it just about pulls the skin off a rice-pudding but not much more
All that to ensure I cannot fit through the door of one ever!
Shame the CAA examiner who did my type rating check on it 35 years ago didn't think finding it difficult to get in the door was a bar to examining on it.....straight to AUM
The only thing stirring the stick will do is to "effectively reduce the apparent total rotor thrust ". So the helicopter will descend from a perfect hover if you stir it. However you will need to stir more and more as you approach the ground due to increased ground cushion effect.