Helicopter max climb altitude
The current world record for absolute altitude achieved by a helicopter — 12,442 meters (40,820 feet), flown by a heavily modified SA 315 Lama — has stood for more than 45 years at this writing.
Then when the engine flamed out at 40 squillion feet, they set the record for the world's highest autorotation, as there was no way to relight the engine.
PS you are too lazy to Gurgle the answer yourself?
Bit harsh AC, there's lots of stuff asked here that could be Gargoyled but where's the fun in that? All you get then is answers - no banter, no anecdotes, no handbags at dawn.
Record broken in 2002 apparently
About thirty years after the record set by Jean Boulet on a SA315 B “Lama” helicopter, Fred North, professional pilot, takes an AS 350 B2 “Squirrel” to the fantastic altitude of 12954 m.
https://www.fred-north.com/record
https://www.fred-north.com/record
Good to see you're still with us, VF! Is life treating you alright, Mate?
- Ed
- Ed
After starting the engine, they removed the starter motor to save weight.
Then when the engine flamed out at 40 squillion feet, they set the record for the world's highest autorotation, as there was no way to relight the engine.
PS you are too lazy to Gurgle the answer yourself?
Then when the engine flamed out at 40 squillion feet, they set the record for the world's highest autorotation, as there was no way to relight the engine.
PS you are too lazy to Gurgle the answer yourself?
As a matter of interest how did the auto end? Was there any damage?
About thirty years after the record set by Jean Boulet on a SA315 B “Lama” helicopter, Fred North, professional pilot, takes an AS 350 B2 “Squirrel” to the fantastic altitude of 12954 m.
https://www.fred-north.com/record
https://www.fred-north.com/record
That was an interesting story to read after a hard days work Thanks for posting!
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We were trained at RAF North Luffenham how to use a pressure breathing system. It's a very strange sensation, being the opposite of normal breathing.
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For the past 25 years I’ve been operating close to sea level. The highest I’ve been to in a helicopter (Bell407) was up to FL110 for a photo mission. Didn’t like it 
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In a previous part of my career we were sometimes required to climb as high as the aircraft could hover without breaking any engine limits and remain there for some time (usually about 10,000 feet or so). One night we were required to be a little higher, about 14,000 feet. I suddenly noticed that the orange sodium streetlights below us no longer looked quite so orange, and my vision became mainly monochrome, like black and white TV. I realised it was likely to be an early symptom of hypoxia. Thankfully, we were able to descend shortly afterwards and as soon as we had gone down a couple of thousand feet, my colour vision returned to normal.
If my memory hasn't completely failed me (and it might have), I think at 14,000 feet the air (and oxygen) density is only about 55% of that at sea level.
If my memory hasn't completely failed me (and it might have), I think at 14,000 feet the air (and oxygen) density is only about 55% of that at sea level.
Great height and helicopters is, for many of us, NOT a good mix. Did a height climb air test in a Sycamore in Aden and felt distinctly vertiginous from 1000' until back there in descent. Much more relaxed at 500' and below. One of my 'Bosses' on Whirlwinds said the only way he could manage the required 10.000' air test climb was to imagine an enormous pair of swept wings attached, out of sight, to the lower fuselage. A lot to do with low speed - 60 knots at 10K feels like a hover.
Vertical ref can tell you what it's like at 23,000'++, all I have been to is 17,000 in a Huey, the blades going Wok..swish...wok..swish... Minimum speed was about 40kt, Vne was around 50kt so the envelope was substantially reduced. Then when we rolled the throttle off, we had to hold a large amount of collective in to keep the rotor RPM in limits.
can anybody provide some technical insight about the factor of high altitude flying in a helicopter,
my experience is only with a H300 at 10,000ft and AS350 at 12,000tf
any other factors?
my experience is only with a H300 at 10,000ft and AS350 at 12,000tf
- reduced power margin especially in the piston machine, but a lot can still be done if you remain very smooth
- blades having a much more frequent and drier slapping sound
- passengers tend to fall asleep at the back especially young ones
- VNE coming much sooner (at least the pre VNE vibration coming sooner)
- control margin decreasing quickly away from the max rate of climb speed (especially as you get to 0 rate of climb)
- very easy to over NG if you decrease altitude fast ( I have yet to fully understand that one)
any other factors?