Cabri crash at John Wayne Airport Sept 2018
@ShyTorque at #57 : that's right. Some S76 trainees wouldn't even know they've had a TR control cable failure until they're about to land and suddenly find to their surprise that things start to go a bit whacky for them. TR fixed pitch or control cable failure malfunctions should all be a non-event in the S76, assuming you have the fuel to fly to a suitable runway. Loss of TR thrust however is a big deal in the S76, as it is in all helicopters.
Gulli - I think what reely is suggesting is to fly a shallow approach maintaining enough speed to retain directional control using roll (ie enough flow over the tail to keep it providing some anti-tq thrust) but with a wind from the power-pedal side so you are cocked off the 'runway' heading to that side.
Then, once very close to the ground (so you can land it quickly when the nose swings around) gradually reduce speed, replacing it with power (hopefully reduced because you are well into ground effect).
As you get to the critical speed for your stuck pedal position, land the aircraft carefully (without slamming the lever down), usually a small forward cyclic input, and carry out a fast running landing using the friction of the skids to keep you straight and slow you down.
The higher your stuck TR pitch, the lower your touch down speed shoudl be. You can carry out a handling check at a safe height to assess your likely runon speed but it should be done very gently and with enough height to dive on speed should you go below your critical speed by accident.
Then, once very close to the ground (so you can land it quickly when the nose swings around) gradually reduce speed, replacing it with power (hopefully reduced because you are well into ground effect).
As you get to the critical speed for your stuck pedal position, land the aircraft carefully (without slamming the lever down), usually a small forward cyclic input, and carry out a fast running landing using the friction of the skids to keep you straight and slow you down.
The higher your stuck TR pitch, the lower your touch down speed shoudl be. You can carry out a handling check at a safe height to assess your likely runon speed but it should be done very gently and with enough height to dive on speed should you go below your critical speed by accident.
I still don't get it. You don't need to touch the throttle on stuck pedal. Leave it at fly. And throughout the manoeuvre the collective position is controlling yaw, yaw is not controlled by pitch. Pitch controls airspeed. His explanation sounds all whacky to me. Unless the technique is specific to a helicopter type I'm unfamiliar with.
I just relayed my "concept" of how to react to TRCF depending on the circumstances it hits you,
and learn from the (corrective) feedback from PPRUners with experience.
But then again that is way OT in a Cabri thread, so I'll shut up and listen.
If the TR fixed pitch position was 100% (which I assume you mean stuck full left pedal), then it's your unlucky day. Think about it. If the TR is stuck with more left pedal than what it takes to hover IGE then it's going to get messy at the bottom (it won't be possible to get or keep it straight because using more than hover power to get it straight is just going to shoot you back up into the air). I never practice stuck left pedal when the pedal is forward of the hover position.
All TR control malfunctions the landing technique is basically the same. For loss of drive to TR the technique is always autorotation with the engine off before the bottom.
All TR control malfunctions the landing technique is basically the same. For loss of drive to TR the technique is always autorotation with the engine off before the bottom.
Gulli......ever use the Throttle to reduce Nr to the bottom of the green arc....or even a bit lower when dealing with a "Stuck Left" situation?
The problem you described is simply an excess of amount of Tail Rotor Thrust.....slow down the Tail Rotor and you reduce the amount of thrust it is putting out.
You can do that in forward flight as well to reduce the amount of side slip angle and determine if you can control the aircraft at slower speeds.
Stuck Left Pedal situations are straight forward.....as compared to "stuck right/no tail rotor thrust or thrust pushing the nose off center to the right (American Standard Rotor System).
The problem you described is simply an excess of amount of Tail Rotor Thrust.....slow down the Tail Rotor and you reduce the amount of thrust it is putting out.
You can do that in forward flight as well to reduce the amount of side slip angle and determine if you can control the aircraft at slower speeds.
Stuck Left Pedal situations are straight forward.....as compared to "stuck right/no tail rotor thrust or thrust pushing the nose off center to the right (American Standard Rotor System).
An alternative technique is to label each pedal with the pprune rotorheads URL. If the moment arrives,remove the phone from your pocket, enter the URL and read the appropriate guidance for your situation. 
You beat me to it Sasless
I think most T/rotors have small weights which by centrifugal force put some pitch onto the blades so you would get “ some “ compensation from torque if they disconnect. Not saying this for fact so shoot me down if I’m wrong!!
Avoid imitations
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Well, from my routine wiggling of the control rod during pre-flight inspection I could assure they'll stay put whereever I set them,statically.
What no person could assure me of is if they are designed to go for an emergency friendly "neutral" AoA while turning, w/o control input.
Error 404. Pls always copy/past the document's title wehn posting a link, as web-site operators typically do not care if their redesign #2032 has broken URLs.
What no person could assure me of is if they are designed to go for an emergency friendly "neutral" AoA while turning, w/o control input.
Error 404. Pls always copy/past the document's title wehn posting a link, as web-site operators typically do not care if their redesign #2032 has broken URLs.
The link should take you to a page on the CAA website where a free of charge .PDF copy of the following can be obtained:
Reference:CAA Paper 2003/01
Title:Helicopter Tail Rotor Failures
I think if you search for that on Google you should find it.
Crab,
There is an amazing lack enthusiasm when it comes to tail rotor malfunction training.
I loved it!
My training by thevUS Army andafterwards was excellent.
But back then it needed to be as for various reasons it was a frequent occurrence to experience sudden malfunctions.
We also needed to fly with thebmalfunctions if possible due to the hostile folks in the neighborhood.
There is an amazing lack enthusiasm when it comes to tail rotor malfunction training.
I loved it!
My training by thevUS Army andafterwards was excellent.
But back then it needed to be as for various reasons it was a frequent occurrence to experience sudden malfunctions.
We also needed to fly with thebmalfunctions if possible due to the hostile folks in the neighborhood.
In something else, I'm not sure bottom of the green would overcome a left pedal on the stops.
Gullibell - left pedal on the stops would be a pretty extreme condition but even then, reducing the Nr might make the difference between a controlled(ish) landing and a rollover.
Sasless - agreed TR malfunctions are great fun but best practised in the sim. We did plenty on the 365 in the aircraft and 40-50kt running landings certainly got the student's attention!
Sasless - agreed TR malfunctions are great fun but best practised in the sim. We did plenty on the 365 in the aircraft and 40-50kt running landings certainly got the student's attention!
Well yeah, of course. The guy did ask about "100%" stuck pedal which I took to mean full left on the stops. Rather than binding in a pedal where you have some movement and control response. It's not something I have ever practiced because it's beyond the realms of imagination of anything I'm familiar with.
And I suppose we are talking about simple helicopters, and not those where you can't adjust the RRPM.
And I suppose we are talking about simple helicopters, and not those where you can't adjust the RRPM.
I
Green Lines, Green Arcs....are for Normal Operations.
What part of a tail rotor malfunction falls under that category?
Huey's fly at 5800 RPM with your Collective up under your arm and a built in right turn during takeoff....instead of the normal 6600 RPM (Engine RPM).
Why would you stop at the bottom of the Green Normal Operations limit if you needed to reduce the Tail Rotor Thrust in order to make a somewhat normal approach to a low hover landing?
The method works on any helicopter where the pilot can control the Nr either by hand throttle or Power lever.
I'm not sure bottom of the green would overcome a left pedal on the stops.
What part of a tail rotor malfunction falls under that category?
Huey's fly at 5800 RPM with your Collective up under your arm and a built in right turn during takeoff....instead of the normal 6600 RPM (Engine RPM).
Why would you stop at the bottom of the Green Normal Operations limit if you needed to reduce the Tail Rotor Thrust in order to make a somewhat normal approach to a low hover landing?
The method works on any helicopter where the pilot can control the Nr either by hand throttle or Power lever.
