For Wessex fans
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For Wessex fans
Airtesting G-WSEX yesterday post starboard ECU change.
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That fence looks like an accident waiting to happen.
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That fence looks like an accident waiting to happen.
Originally Posted by [email protected]
When you are located at an Equestrian centre, you have to stop the nags wandering around the HLS
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Maxtork - to my knowledge it is the only one flying anywhere in the world.
Helispotter - unfortunately it is a recent addition because of the limited space available between the stables and the hangar and there are a lot of equestrian events held there for children as well as adults. Most horse owners/riders have no idea about helicopters and safety zones or downwash.
It's not a strong enough fence to affect the aircraft even if you did catch a wheel or skid in it.
The owner would like to move elsewhere I understand.
Helispotter - unfortunately it is a recent addition because of the limited space available between the stables and the hangar and there are a lot of equestrian events held there for children as well as adults. Most horse owners/riders have no idea about helicopters and safety zones or downwash.
It's not a strong enough fence to affect the aircraft even if you did catch a wheel or skid in it.
The owner would like to move elsewhere I understand.
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That rope can perfectly start a dynamic rollover
Firstly you need the wheels in contact with the ground to get dynamic rollover and secondly the attachments are deliberately weak so that any contact would just rip the ropes off the poles and/or the poles out of the ground.
The fence is cosmetic to demarcate the area where pedestrians and animals shouldn't go.
I've experienced dynamic rollover in an R22 and severe ground resonance in a Wessex and that fence would not have contributed to either incident in any way.
Originally Posted by [email protected]
Maxtork - to my knowledge it is the only one flying anywhere in the world.
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Originally Posted by [email protected]
Nope.
Firstly you need the wheels in contact with the ground to get dynamic rollover and secondly the attachments are deliberately weak so that any contact would just rip the ropes off the poles and/or the poles out of the ground.
The fence is cosmetic to demarcate the area where pedestrians and animals shouldn't go.
I've experienced dynamic rollover in an R22 and severe ground resonance in a Wessex and that fence would not have contributed to either incident in any way.
Firstly you need the wheels in contact with the ground to get dynamic rollover and secondly the attachments are deliberately weak so that any contact would just rip the ropes off the poles and/or the poles out of the ground.
The fence is cosmetic to demarcate the area where pedestrians and animals shouldn't go.
I've experienced dynamic rollover in an R22 and severe ground resonance in a Wessex and that fence would not have contributed to either incident in any way.
(1) ‘static-dynamic’ rollover occurs when lifting off / setting down and a skid or wheel pivots against the ground resulting in a critical angle being reached beyond which recovery is impossible and a crash ensues;
(2) ‘dynamic-dynamic’ rollover occurs when airborne and a skid or wheel pivots against an object (e.g. fuel drum, tree stump, fence, etc.) leading to the same critical angle being reached and a similar outcome.
I suspect it was the latter to which helithree was referring - if the rope is as frangible as suggested then it may be less of a dynamic rollover hazard and more of a concern to the tail rotor.
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helisdw - I think the situation (2) you refer to is just called a crash and is caused by poor flying.
Dynamic rollover is just dynamic rollover - static rollover is just something falling over.
Dynamic rollover is just dynamic rollover - static rollover is just something falling over.
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Gordy - yes it is the only Wessex.
(1) ‘static-dynamic’ rollover occurs when lifting off / setting down and a skid or wheel pivots against the ground resulting in a critical angle being reached beyond which recovery is impossible and a crash ensues;
(2) ‘dynamic-dynamic’ rollover occurs when airborne and a skid or wheel pivots against an object (e.g. fuel drum, tree stump, fence, etc.) leading to the same critical angle being reached and a similar outcome
(2) ‘dynamic-dynamic’ rollover occurs when airborne and a skid or wheel pivots against an object (e.g. fuel drum, tree stump, fence, etc.) leading to the same critical angle being reached and a similar outcome
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Tickle - yes, we have been talking about doing exactly that.
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Megan - sounds much more like ground resonance - that can easily lead to a rollover but it's not dynamic rollover in the normal sense.
I've had a Wessex padding so badly it was alternately lifting each main wheel off the ground until I shut it down (very quickly) and that was just uneven tyre pressures.
One rolled over and thrashed itself to bits at RAF Shawbury in the very early 90s (poss late 80s) - ground resonance again.
Dynamic rollover is normally as a result of one wheel or skid (the one that would be the uphill one in the hover) sticking during the takeoff and the combined
lateral thrust from the MR plus the horizontal thrust from the TR roll the aircraft that way and adding collective just makes it worse. By this stage application of opposite lateral cyclic is usually insufficient to halt or even slow the rate of rotation.
I've had a Wessex padding so badly it was alternately lifting each main wheel off the ground until I shut it down (very quickly) and that was just uneven tyre pressures.
One rolled over and thrashed itself to bits at RAF Shawbury in the very early 90s (poss late 80s) - ground resonance again.
Dynamic rollover is normally as a result of one wheel or skid (the one that would be the uphill one in the hover) sticking during the takeoff and the combined
lateral thrust from the MR plus the horizontal thrust from the TR roll the aircraft that way and adding collective just makes it worse. By this stage application of opposite lateral cyclic is usually insufficient to halt or even slow the rate of rotation.
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I’d suggest that this is a completely different phenomenon, despite being mentioned (and possibly conflated) in a previous post.My reason for commenting was the assertion that dynamic rollover requires “wheels in contact with the ground” - this is not in keeping with what I was taught and it is evident to me that there is an aerodynamic condition (critical angle beyond which MR thrust leads to inevitable loss of control) which can occur whether there aircraft is in the act of landing / taking off or is fully airborne.
The importance of this point is that by having an awareness that the aircraft can exceed its limits of control whilst airborne should modify the behaviour of the pilot - do not accept any drift when close to the ground and hover taxi purposefully and with care. Of course this seems self evident but there’s plenty of public video footage to the contrary.
Each individual is free to call anything they want whatever they want and I’m always happy to agree to disagree - I’m not here to win internet arguments but hopefully add something to the discussion that might be of benefit to others.
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helisdw - I'd be interested to see which documents refer to the condition you describe - you can find reams of stuff on the dynamic rollover I am talking about. Where did you learn it and from whom?