Now here's a thing
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NickLappos writes…
In addition, some Manufacturers offer selectable OEI Vtoss in the 40-60 knot range and provide performance charts that give climb angle as a function of weight, altitude, air temperature, headwind, and Vtoss. When these charts are combined with takeoff distance charts and takeoff site geometry, obstacle clearance can be determined during pre-flight planning for PC1 operations, thereby accounting for the variables mentioned above.
AnFI, there really is no such thing as Vx for a helicopter. There are families of angles available, depending on the speed you chose to get to, and there is a distance needed to accelerate to that speed, which changes the resultant achieved angle. This entire complex thing is simplified by providing one speed, one angle and one solution known to work.
mainly because the airspeed information is pretty useless that slow.
HeliTester - yes, that is exactly what my RFM does.
AnFI - If you fly at Vtoss, the manufacturer guarantees you will be able to achieve the PC1 profile, whether or not it is actually maximising the theoretical performance of the aircraft or not - if you don't and you f**k it up, your licence is on the line. Hardly Vtosh - it is stipulated for good reason.
As Nick says, Vx is zero for an aircraft with an adequate power margin but until we start getting helicopters where OEI power is equal to AEO power, there will need to be carefully calculated and repeatable figures available to cater for engine failure at critical stages of flight.
Perhaps you don't fly PC1 profiles or, as ever, you have a better way of doing it.
HNY
AnFI - If you fly at Vtoss, the manufacturer guarantees you will be able to achieve the PC1 profile, whether or not it is actually maximising the theoretical performance of the aircraft or not - if you don't and you f**k it up, your licence is on the line. Hardly Vtosh - it is stipulated for good reason.
As Nick says, Vx is zero for an aircraft with an adequate power margin but until we start getting helicopters where OEI power is equal to AEO power, there will need to be carefully calculated and repeatable figures available to cater for engine failure at critical stages of flight.
Perhaps you don't fly PC1 profiles or, as ever, you have a better way of doing it.
HNY
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CRB quite right, perfectly true etc
Although I have always been facinated by people who are prepared to go to their death for the sake of proceedure, the 'suicide' being especially acceptable provided someone else was 'the accountable manager'.
I remember a cockpit conversation with someone who was perfectly happy to die since the course of action was sanctioned and someone else was responsible.
Part of th lost art of captaincy is to know where and when to depart from proceedure/regulation. You can't do that unless you know which way is best to deviate.
Vtoss is for people who can't take all the 'complex factors' into account and feel Vx ('cept for IMC)
Although I have always been facinated by people who are prepared to go to their death for the sake of proceedure, the 'suicide' being especially acceptable provided someone else was 'the accountable manager'.
I remember a cockpit conversation with someone who was perfectly happy to die since the course of action was sanctioned and someone else was responsible.
Part of th lost art of captaincy is to know where and when to depart from proceedure/regulation. You can't do that unless you know which way is best to deviate.
Vtoss is for people who can't take all the 'complex factors' into account and feel Vx ('cept for IMC)
No, Vtoss is for those who want to keep flying for a living.
The use of the RFM procedures will ensure the safety of the crew and passengers and keep the pilot legally sh*tproof.
An experienced pilot may well be able to operate safely using lesser speeds and gain maximum performance from his aircraft but that same experienced pilot might also get it wrong in the heat of the moment.
I flew for 32 years in the military, quite safely, not using Vtoss but using judgement and experience to assess whether or not the aircraft would fly if a donk stopped.
Now I don't and, whilst the skills and judgement might still be there, flying to the RFM profiles means safety for me, the crew and any pax.
Once trained in the procedures, it is simple and repeatable, even in the heat of the moment and you always know you will get away from the ground/obstacles.
The use of the RFM procedures will ensure the safety of the crew and passengers and keep the pilot legally sh*tproof.
An experienced pilot may well be able to operate safely using lesser speeds and gain maximum performance from his aircraft but that same experienced pilot might also get it wrong in the heat of the moment.
I flew for 32 years in the military, quite safely, not using Vtoss but using judgement and experience to assess whether or not the aircraft would fly if a donk stopped.
Now I don't and, whilst the skills and judgement might still be there, flying to the RFM profiles means safety for me, the crew and any pax.
Once trained in the procedures, it is simple and repeatable, even in the heat of the moment and you always know you will get away from the ground/obstacles.
Standardization or standardisation is the process of developing and implementing technical standards.
Standardization can help to maximize compatibility, interoperability, safety, repeatability, or quality.
It can also facilitate commoditization of formerly custom processes.
Standardization can help to maximize compatibility, interoperability, safety, repeatability, or quality.
It can also facilitate commoditization of formerly custom processes.
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Crab; i hear you.
RDVT:
"Standardization or standardisation is the process of developing and implementing technical standards." TRUE
"Standardization can help to maximize compatibility, interoperability, safety, repeatability, or quality. " TRUE (can is the key word there, in as far as the average can be raised, the lower skill base can be compensated for, in exchange for the higher skill base being lost (eg Crabs ability to judge what he could fly away from), the result might be a 'win'. But there are other accidents which arise consequetially eg 'the standard' not requiring a pilot to know whether the lever or the stick makes the helicopter go up resulting in a splash)
"It can also facilitate commoditization of formerly custom processes." TRUE good practce and logic can be spread this way.
Maybe we need to agree a standard way of spelling standardiszation first
!?
RDVT:
"Standardization or standardisation is the process of developing and implementing technical standards." TRUE
"Standardization can help to maximize compatibility, interoperability, safety, repeatability, or quality. " TRUE (can is the key word there, in as far as the average can be raised, the lower skill base can be compensated for, in exchange for the higher skill base being lost (eg Crabs ability to judge what he could fly away from), the result might be a 'win'. But there are other accidents which arise consequetially eg 'the standard' not requiring a pilot to know whether the lever or the stick makes the helicopter go up resulting in a splash)
"It can also facilitate commoditization of formerly custom processes." TRUE good practce and logic can be spread this way.
Maybe we need to agree a standard way of spelling standardiszation first
!?
