Down slope landings
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Down slope landings
Hi Guys,
I have recently transitioned into the B206. Coming from the R22/44 the inertia is just amazing!! But, that aside..
Lacking experience with this machine I also lack comfort in manoevring the tail rotor in confined areas. I could us some pointers or experiences in that field. Especially on down slope landings.
What if there is no way you can avoid a down slope landing (nose pointing down). Are there any tricks to determine whether the T/R is going to get too close to the ground when putting the heels of the skids down? The 206 has high skid gear by the way.
I am about to check the RFM to see the gradient from skid heels to stinger and I'll try to visualize that on touch down but are there any other ways?
Thank you,
GB
I have recently transitioned into the B206. Coming from the R22/44 the inertia is just amazing!! But, that aside..
Lacking experience with this machine I also lack comfort in manoevring the tail rotor in confined areas. I could us some pointers or experiences in that field. Especially on down slope landings.
What if there is no way you can avoid a down slope landing (nose pointing down). Are there any tricks to determine whether the T/R is going to get too close to the ground when putting the heels of the skids down? The 206 has high skid gear by the way.
I am about to check the RFM to see the gradient from skid heels to stinger and I'll try to visualize that on touch down but are there any other ways?
Thank you,
GB
Join Date: May 2006
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Avoid them!
On a serious note - if you think you are going to risk using the stinger as a skid - the slope is probably too steep - pick another site. However, there may be other ppruners with more experience who can offer you some practical help!!
SF
On a serious note - if you think you are going to risk using the stinger as a skid - the slope is probably too steep - pick another site. However, there may be other ppruners with more experience who can offer you some practical help!!
SF
Last edited by Sgtfrog; 17th Nov 2007 at 16:33. Reason: Not wanting to sound like a know-it-all
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I personnally cant ever see when you could only land nose down a slope, surely you can always land nose up or across ? If it fits one way then surely it will fit another, and if the site is that tight , then find somewere else to land!
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1. Avoid tail up slope landing at all times if you can. Though you might do so successfully, you increase the difficulty of handling for take off. The easiest situation I have found to be, when doing this is when there is a substantial head wind - with the tail up slope and within limitations. This is pertinent specifically for the take off and will allow you to ensure a positive forward cyclic positioning without the half-assed lurch skywards that would otherwise result. [Leaning into the wind]
2. If there is no other possible alternative - and lets face it [as another has already pointed out] that will be a very rare occasion warranting the consideration of whether it is wise to land there at all - then use the cross slope variation - within limits.
Your experience is by your own admission limited so my sincere advice is before attempting anything other than a landing on a flat surface 'in the field' practise in a known environment.
An aid to difficult landings on uneven surface is to be able to accomplish what I call a three point landing/take off - to/from low hover IGE. I found this to be a neat trick with aircraft that have a rotating undercarriage.
Best Wishes
Ace
2. If there is no other possible alternative - and lets face it [as another has already pointed out] that will be a very rare occasion warranting the consideration of whether it is wise to land there at all - then use the cross slope variation - within limits.
Your experience is by your own admission limited so my sincere advice is before attempting anything other than a landing on a flat surface 'in the field' practise in a known environment.
An aid to difficult landings on uneven surface is to be able to accomplish what I call a three point landing/take off - to/from low hover IGE. I found this to be a neat trick with aircraft that have a rotating undercarriage.
Best Wishes
Ace
The techniques you need to follow for B206 confined area ops are those you would already know for the R22/44, and they are the same for B212 or any other helicopter you might care to mention.
You will not whack the stinger landing at the downslope limit if the ground is otherwise clear of obstacles. I'd be more worried about an easy looking landing on flat ground and whacking your tail on something sticking out of the ground that you didn't see, or that you did see but forgot about, or misjudged. Depending on the soil type, on down slopes close to the limit the B206 tends to slide forward as you lower the collective - apply due finesse as you lower the collective to arrest the slide, use absolute minimum aft cyclic only if you have to, and keep it pointing straight!
When landing upslope, the helicopter will not slide backwards but I like to be drifting forward ever so slightly at the touchdown point and keep the cyclic slightly forward of neutral. When landing in a confined area I choose as first priority the option that gives you a safe tail rotor clearance, don't care whether it's up/down/cross slope as long as the slope is within limits. That's very important on the B206, the published limits are real value limits, try taking it past these and you'll know about it.
Make sure you brief the passengers to leave the aircraft down slope and clear of the tail, not much point in greasing the most difficult confined area slope landing only for a pax to walk up slope and get whacked by the rotor. Nominate one of the pax to be responsible for the others, because sometimes you just can't get out of the helicopter when it's running on a slope. This is my biggest worry in these situations, having un-escorted passengers around the helicopter when I'm obligated to remain at the controls due to the nature of the landing point.
You will not whack the stinger landing at the downslope limit if the ground is otherwise clear of obstacles. I'd be more worried about an easy looking landing on flat ground and whacking your tail on something sticking out of the ground that you didn't see, or that you did see but forgot about, or misjudged. Depending on the soil type, on down slopes close to the limit the B206 tends to slide forward as you lower the collective - apply due finesse as you lower the collective to arrest the slide, use absolute minimum aft cyclic only if you have to, and keep it pointing straight!
When landing upslope, the helicopter will not slide backwards but I like to be drifting forward ever so slightly at the touchdown point and keep the cyclic slightly forward of neutral. When landing in a confined area I choose as first priority the option that gives you a safe tail rotor clearance, don't care whether it's up/down/cross slope as long as the slope is within limits. That's very important on the B206, the published limits are real value limits, try taking it past these and you'll know about it.
Make sure you brief the passengers to leave the aircraft down slope and clear of the tail, not much point in greasing the most difficult confined area slope landing only for a pax to walk up slope and get whacked by the rotor. Nominate one of the pax to be responsible for the others, because sometimes you just can't get out of the helicopter when it's running on a slope. This is my biggest worry in these situations, having un-escorted passengers around the helicopter when I'm obligated to remain at the controls due to the nature of the landing point.
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"I have recently transitioned into the B206. Coming from the R22/44 the inertia is just amazing!! But, that aside.."
Was it worth the wait - kinda dull though aint it ? You never get told that bit.
Was it worth the wait - kinda dull though aint it ? You never get told that bit.
