Latest on the AW 609?
I think it has its merits as a tool and here in Australia on EMS to locations without a strip it would be hard to beat. As an EMS pilot I'd love to see how it would go for remote work. That said, and not a criticism, most of the population is based around the coast and more often than not a helicopter can get the job done. Inland, a different story.
Even a Bell 412 is not really suitable in Aus. Winching they bring down branches from trees that are an issue for whoever is on the winch cable for example.
Ground clearance between the fuselage and ground looks awfully low of off airport/helipad landings....similar to the S-76.
CTR thanks-and let me ask if I understand correctly, that the AEO run on utilizing wing aerodynamic lift is THE AEO procedure but there will also be a rotor autorotation capability offered as a plus?
Second question is about the simulated rotor autorotation, where the flare resulted in an altitude gain. Just theorizing, but the 609 has a decent sized wing and depending on the speed at flare, the altitude gain may have been mostly wing lift related? Of course, if the flare speed is decreased too much to avoid excessive wing lift, it might be too low to obtain a boost in prop rpm ( potential energy to be used for the pitch pull at landing ). I’d guess that by now, they have done additional simulation, varying pitch rate and max pitch attitude, and have all that resolved…..at least insofar as simulation can be trusted for these type dynamic maneuvers.
Well, time to try some real power recovery auto’s and find out what is what.
Can one assume that rooftop procedures will be developed for the 609?
Second question is about the simulated rotor autorotation, where the flare resulted in an altitude gain. Just theorizing, but the 609 has a decent sized wing and depending on the speed at flare, the altitude gain may have been mostly wing lift related? Of course, if the flare speed is decreased too much to avoid excessive wing lift, it might be too low to obtain a boost in prop rpm ( potential energy to be used for the pitch pull at landing ). I’d guess that by now, they have done additional simulation, varying pitch rate and max pitch attitude, and have all that resolved…..at least insofar as simulation can be trusted for these type dynamic maneuvers.
Well, time to try some real power recovery auto’s and find out what is what.
Can one assume that rooftop procedures will be developed for the 609?
CTR thanks-and let me ask if I understand correctly, that the AEO run on utilizing wing aerodynamic lift is THE AEO procedure but there will also be a rotor autorotation capability offered as a plus?
Second question is about the simulated rotor autorotation, where the flare resulted in an altitude gain. Just theorizing, but the 609 has a decent sized wing and depending on the speed at flare, the altitude gain may have been mostly wing lift related? Of course, if the flare speed is decreased too much to avoid excessive wing lift, it might be too low to obtain a boost in prop rpm ( potential energy to be used for the pitch pull at landing ). I’d guess that by now, they have done additional simulation, varying pitch rate and max pitch attitude, and have all that resolved…..at least insofar as simulation can be trusted for these type dynamic maneuvers.
Well, time to try some real power recovery auto’s and find out what is what.
Can one assume that rooftop procedures will be developed for the 609?
Second question is about the simulated rotor autorotation, where the flare resulted in an altitude gain. Just theorizing, but the 609 has a decent sized wing and depending on the speed at flare, the altitude gain may have been mostly wing lift related? Of course, if the flare speed is decreased too much to avoid excessive wing lift, it might be too low to obtain a boost in prop rpm ( potential energy to be used for the pitch pull at landing ). I’d guess that by now, they have done additional simulation, varying pitch rate and max pitch attitude, and have all that resolved…..at least insofar as simulation can be trusted for these type dynamic maneuvers.
Well, time to try some real power recovery auto’s and find out what is what.
Can one assume that rooftop procedures will be developed for the 609?
As always, there is never a simple answer. As you pointed out, a wing and forward air speed provide lift in addition to the rotor inertia. So depending on 609 weight, pylon angle, altitude, forward speed, distance to and length of potential places to land, the pilot needs to make some critical decisions. Do I do a running landing, shoot for a full autorotation landing, or a combination of both.
I wish I could give you the detail flight envelope
limits, but I not been connected with the 609 for almost a decade now.
Thanks, CTR. Its an interesting aerodynamic and piloting procedural subject. Perhaps we’ll have the benefit of someone close to the program who can contribute.
This 2010 AHS award announcement may provide a lead. I recall the same year that Roy and Geoff made a presentation to a flight test pilot association meeting. That presentation should have the information you are looking for for the aircraft configuration at that time. But as I advised you, things may have changed.
The Frederick L. Feinberg Award is presented to the helicopter pilot or pilots who have made the most outstanding achievement in the previous year. This year’s award is given to Bell Helicopter experimental test pilots Roy Hopkins and Jeff Greenwood for completing a crucial milestone during 2009 including a reconversion test of the BellAgusta BA-609 illustrating the tiltrotors’ ability to land safely following an all-engines inoperative emergency.
https://vtol.org/news/ahs-announces-...ard-recipients
