Sporty autos
Sporty autos
Hmmm. Stand by for incoming critiques...
What sense makes the backward move??
Gearbox and engine not between passengers and ground, less chance of rotors hitting passengers? passengers facing backwards?
Mickjoebill
Avoid imitations
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Hmmm. Stand by for incoming critiques...
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It's an extraordinarily old hat power on manoeuvre when arresting the forward speed of an aircraft to keep the tail out of the ground, ho hum. But to run it onto the ground power off, and misjudge the zero airspeed aspect by just a teensy weensy amount on most helicopters will be disastrous.
Most skids are very robust against forward run on but not the other way.
There was a graphic demo of that a while back when a few burly coppers were helping to push a B206 into a hangar at Bankstown, backwards on its wheels, one of the skid shoes picked up the hangar door rail and stooped, (aw stopped I meant, but there is the message) the rest continued on and landed on its belly.
While you are chewing on that true tale the next time you're standing beside a jetty, have a look at the size of the rivets and structure holding it together, then take a casual stroll over to an R44 and have a look at it.
Most skids are very robust against forward run on but not the other way.
There was a graphic demo of that a while back when a few burly coppers were helping to push a B206 into a hangar at Bankstown, backwards on its wheels, one of the skid shoes picked up the hangar door rail and stooped, (aw stopped I meant, but there is the message) the rest continued on and landed on its belly.
While you are chewing on that true tale the next time you're standing beside a jetty, have a look at the size of the rivets and structure holding it together, then take a casual stroll over to an R44 and have a look at it.
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Reverse Autorotation
Naturally I get to fly with a good selection of pilots, some mightily skilful ...
Just a few weeks back I sat alongside a highly experienced Robinson guy who demonstrated a needle-split full autorotation to the ground from 750 feet AGL. The whole manoeuvre was completed at a London GA airfield from entry to touch down tail first with idling power.
I'm not easily impressed but on that occasion ... I was. The guy's handling was exceptional and please Sir ... it wasn't me. DRK.
Just a few weeks back I sat alongside a highly experienced Robinson guy who demonstrated a needle-split full autorotation to the ground from 750 feet AGL. The whole manoeuvre was completed at a London GA airfield from entry to touch down tail first with idling power.
I'm not easily impressed but on that occasion ... I was. The guy's handling was exceptional and please Sir ... it wasn't me. DRK.
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For all those who wonder why the Robinson seem to have so many accidents QED,
Not so sure about the backwards landings being power off, the disc loading does not look right.
Not so sure about the backwards landings being power off, the disc loading does not look right.
I believe there should have been a "Warning".....along the lines of "Kids...do not do this at Home!" regards the rearwards Landing thing.
Having flown over a lot of forest and jungle in my time....I am not sure I buy off on the concept of going into the trees in such a manner as is suggested.
My one time doing that following an Engine Failure in a Hughes 500D turned out well using the technique I had been taught by another fellow.
It started off with the admonition to land in the "Shortest, softest, leafy place possible"....then discussed the technique on how to get there with zero groundspeed, nose up slightly, and maximum Rotor RPM available to cushion your entry into the Trees where the Tree Limbs are the smallest and softest possible.
Having flown over a lot of forest and jungle in my time....I am not sure I buy off on the concept of going into the trees in such a manner as is suggested.
My one time doing that following an Engine Failure in a Hughes 500D turned out well using the technique I had been taught by another fellow.
It started off with the admonition to land in the "Shortest, softest, leafy place possible"....then discussed the technique on how to get there with zero groundspeed, nose up slightly, and maximum Rotor RPM available to cushion your entry into the Trees where the Tree Limbs are the smallest and softest possible.
(a litthe power added?)
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There is also a 'highly experienced Robinson guy' from the London area who happens to do some instruction in that part of the world isn't there?
If it's the same man he's certainly more than capable of this manoeuvre, I saw him pull the mixture and do a backwards auto from a hover not so long ago...very impressive
If it's the same man he's certainly more than capable of this manoeuvre, I saw him pull the mixture and do a backwards auto from a hover not so long ago...very impressive
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Reverse auto
The hover reverse auto is a POC ... but I imagine one needs to up the skill level for a standard auto from height with a 180 degree turn in the final flare prior to touch down ... especially in snow! DRK.
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I am sorry, but what part of pulling the mixture control to the full lean position and stopping the engine in flight is Impressive? Is it the same 'impressive as flying overhead a 'London' GA airfield and turning the engine off via the ignition and throwing the keys in the back of the helicopter?
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True Dick, very true. I always thought a very if not most imporant part of autorotational training whether throttle is chopped or slowly wound off, happens at the point after the collective has been lowered and aircraft stabilised with the judgement by the check pilot which is confirmed by the words and action, - "Safe to reach an area, throttle in over ride check."
I only chop the throttle on a most recalcitrant subject who has been too dim to work out - or more likely was not trained properly - in the why / how that thaing on the side must be gotten down. Or first when I am checking that the carburettor is set properly and will not cause the engine to stop at throttle chop while the aircraft is still firmly attached to the ground.
At all other times it should be a gentle wind off, especially when checking the free wheel, as the more gentle you do it, the more it proves to you it will work when the engine suddenly stops. That's my simple logic any rate.
deliberately cutting the engine could lead to hard questions from the insurer.
I only chop the throttle on a most recalcitrant subject who has been too dim to work out - or more likely was not trained properly - in the why / how that thaing on the side must be gotten down. Or first when I am checking that the carburettor is set properly and will not cause the engine to stop at throttle chop while the aircraft is still firmly attached to the ground.
At all other times it should be a gentle wind off, especially when checking the free wheel, as the more gentle you do it, the more it proves to you it will work when the engine suddenly stops. That's my simple logic any rate.
deliberately cutting the engine could lead to hard questions from the insurer.
I think throttle chop is VERY important.
1. It shows the student how quickly RRPM decays so there is none of this practice engine failure go, put collective down etc etc. in a relaxed mode
2. Also shows in a piston why you have to put in a boot of pedal and how quickly the nose drops in all helis as you put collective down ( think disc loading etc etc )
3. Also will demonstrate why where one can ones doesn't turn down wind on take off until passing through about 350 ft. (Yes I know you can do what you want but trying to teach best practice )
As for landing on snow, very impressed would suggest that there were some markers on ground or was using the person to judge height above ground !
1. It shows the student how quickly RRPM decays so there is none of this practice engine failure go, put collective down etc etc. in a relaxed mode
2. Also shows in a piston why you have to put in a boot of pedal and how quickly the nose drops in all helis as you put collective down ( think disc loading etc etc )
3. Also will demonstrate why where one can ones doesn't turn down wind on take off until passing through about 350 ft. (Yes I know you can do what you want but trying to teach best practice )
As for landing on snow, very impressed would suggest that there were some markers on ground or was using the person to judge height above ground !
Below the Glidepath - not correcting
Clearly the pilot in the video has some good general handling skills, but in regard to the rearward touchdown, if you ask the 2 basic questions;
1. Do I need to do this?
2. If yes, could it kill me?
...they might come up a bit short on the "thinking it all the way through" category. Any time you are travelling close to the ground in a skid equipped aircraft and the skids are not parallel to the direction of travel - and in this case, pointing in the direction of travel - you have increased your risk of an unexpected outcome. Accurate flying and good handling aren't the whole story.
1. Do I need to do this?
2. If yes, could it kill me?
...they might come up a bit short on the "thinking it all the way through" category. Any time you are travelling close to the ground in a skid equipped aircraft and the skids are not parallel to the direction of travel - and in this case, pointing in the direction of travel - you have increased your risk of an unexpected outcome. Accurate flying and good handling aren't the whole story.