Hughes Tailspin
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GLSNightPilot,
That is the problem with imprecise lables that cover several points. The available yaw control power in a Black Hawk, Apache, S-76 or OH-58D make LTE very difficult to find, and easy to get out. To teach and advocate that "any helicopter" can get LTE is to blur the real causes and prevent the real solution. No Black Hawk has had true LTE, even though you think so.
The HH-60 that crashed at Mt. Hood had been drooped down to very low Nr because it was hovered beyond its capabilities. At very low rpm the pedal reached the stops.
The truth is that LTE is not a prevelent accident cause for most helicopters, and it is a big problem for a few. You don't have to believe that, I guess.
If we want to stop LTE accidents, we should all understand their cause, and fight for helos with big enough tail rotors so that LTE is not a problem. Continue to say that LTE is purely a pilot problem and you blur the real message, you make it entirely possible to sell dozens more marginal helos.
That is the problem with imprecise lables that cover several points. The available yaw control power in a Black Hawk, Apache, S-76 or OH-58D make LTE very difficult to find, and easy to get out. To teach and advocate that "any helicopter" can get LTE is to blur the real causes and prevent the real solution. No Black Hawk has had true LTE, even though you think so.
The HH-60 that crashed at Mt. Hood had been drooped down to very low Nr because it was hovered beyond its capabilities. At very low rpm the pedal reached the stops.
The truth is that LTE is not a prevelent accident cause for most helicopters, and it is a big problem for a few. You don't have to believe that, I guess.
If we want to stop LTE accidents, we should all understand their cause, and fight for helos with big enough tail rotors so that LTE is not a problem. Continue to say that LTE is purely a pilot problem and you blur the real message, you make it entirely possible to sell dozens more marginal helos.
Join Date: Dec 2001
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To Lu:
We have a low airspeed sensing system on our UH-1N, courtesy of the Canadian Forces who left it on when we purchased it from them.
I have used this system for performance testing, and also used the HH-65 system. both work well.
They just need to be understood and a more robust system made for everyday use.
We have a low airspeed sensing system on our UH-1N, courtesy of the Canadian Forces who left it on when we purchased it from them.
I have used this system for performance testing, and also used the HH-65 system. both work well.
They just need to be understood and a more robust system made for everyday use.
Join Date: Jul 2002
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Nick, I agree that some helicopters are more susceptible to LTA, LTE, or whatever you want to call it, than others. My only point was that none of them are totally immune under all conditions. Get high enough, let the Nr droop under adverse wind conditions, & most any helicopter can lose tail rotor authority & turn without control.
To summarize, perhaps unfairly, some of your previous posts, everything about helicopter design is a compromise. The marketplace decides which compromises are acceptable & which aren't. Unfortunately, pilots have less say in this than they should have. Like you, I'd take Cat A performance under all conditons, unlimited range, & all the rest if I could get them, but my employer decides which aircraft he will buy & I will fly.
To summarize, perhaps unfairly, some of your previous posts, everything about helicopter design is a compromise. The marketplace decides which compromises are acceptable & which aren't. Unfortunately, pilots have less say in this than they should have. Like you, I'd take Cat A performance under all conditons, unlimited range, & all the rest if I could get them, but my employer decides which aircraft he will buy & I will fly.
