Taking risks when you don't have to - Single engine
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Draco
Having flown at MT Cook etc I know what you mean about getting out and leaving the A/C running, whats the big deal?
As long as the as the collective is down and engines at ground idle there seems to be no problem- in fact the pilot needs to be out of the aircraft I lost count of the times I had to rush to stop a pax running around the rear towards the tail rotor and to stop pax falling into creavases etc and keep them off sloping ice, believe me with excited passengers running around you need to be out of the aircraft. And in all the years tourist operators have flown in the South Island not one aircraft has made its own arrangements and gone home without its pilot or pax, and when pax have gone into main or tail rotor blades where was the pilot? - sitting in the drivers seat.
Having flown at MT Cook etc I know what you mean about getting out and leaving the A/C running, whats the big deal?
As long as the as the collective is down and engines at ground idle there seems to be no problem- in fact the pilot needs to be out of the aircraft I lost count of the times I had to rush to stop a pax running around the rear towards the tail rotor and to stop pax falling into creavases etc and keep them off sloping ice, believe me with excited passengers running around you need to be out of the aircraft. And in all the years tourist operators have flown in the South Island not one aircraft has made its own arrangements and gone home without its pilot or pax, and when pax have gone into main or tail rotor blades where was the pilot? - sitting in the drivers seat.
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Granny -
There's a BIG difference between getting out of your running heli to save your passengers from doing something stupid - or for any other sound operational reason - and getting out to take a photo for your album, dont you think?
Risk assessment for North Pole photo -
(a) we stay in the helicopter and dont get a photo. Safe but no photo.
(b) we both get out of the helicopter and take the photo. Not safe but we get a photo.
answer? we get out one at a time and take a photo of each other at the controls at the North Pole.
Sorted
There's a BIG difference between getting out of your running heli to save your passengers from doing something stupid - or for any other sound operational reason - and getting out to take a photo for your album, dont you think?
Risk assessment for North Pole photo -
(a) we stay in the helicopter and dont get a photo. Safe but no photo.
(b) we both get out of the helicopter and take the photo. Not safe but we get a photo.
answer? we get out one at a time and take a photo of each other at the controls at the North Pole.
Sorted
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Stevie Terrier
I might have missed something here but I fail to see the difference between getting out at the Pole to take a piccy and getting out to protect the pax, as long as the aircraft is secure collective locked down etc it aint going no where. even in strong winds,- the only aircraft I wont leave is a lama. why is it not safe to leave an aircraft running to take a leak, refuel or eat lunch , even tried doing all 3 at once , the biggest danger is keeping an eye on people around the helicopter when on the ground and the best place to do that is from the outside.
I might have missed something here but I fail to see the difference between getting out at the Pole to take a piccy and getting out to protect the pax, as long as the aircraft is secure collective locked down etc it aint going no where. even in strong winds,- the only aircraft I wont leave is a lama. why is it not safe to leave an aircraft running to take a leak, refuel or eat lunch , even tried doing all 3 at once , the biggest danger is keeping an eye on people around the helicopter when on the ground and the best place to do that is from the outside.
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Granny - perhaps I didnt phrase that too well. I agree there is no difference in the ACT of getting out at the Pole and getting out to stop your passengers getting diced. After all you still get out.
What I was trying to say was that there is a big difference in why you are getting out - one to maybe save someone's life - which is a sound reason, the other just for a lark which might not be considered quite so sound in most quarters.
Why not get out? Well, have you not read enough stories about guys who thought they had put the collective friction on, only to see their heli leave without them? Is it not possible for the friction to be worn, or for it to vibrate loose? Or maybe for the throttle governor on the R22 to malfunction and open up the throttle? Can you GUARANTEE that when you see somebody rushing headlong towards the tail rotor you will always put the throttle to ground idle, put the frictions on, turn the hydraulics off? Or that in your haste when you remove your seat belt the buckle doesnt slip under the collective and then snag your belt / the Leatherman dangling from it / your trouser pocket / boot whatever as you leap out?
I saw the aftermath of one incident at Long Beach where a 206L had been run up on a dolly for the engineers to inspect for leaks. The pilot of that one thought he had the collective friction on when he wound it up to flight idle. He then leaned out to talk to the techie, the collective lifted slightly and the next thing he knew
the apron was covered with pieces of LongRanger.
Secondly, do you think the insurance company would see it from your point of view if there was an incident?
Thirdly, it usually says something like "minimum flight crew one, to be situated in the right (left) hand pilots station" in the FM. As a "Flight" is defined as being from the moment the heli moves under its own steam to the moment the blades stop turning, then technically if you leave the cockpit there is no crew on board. The heli is then being operated outside limitations, hence the C of A is invalid, hence the insurance is invalid.
And finally - we are talking machinery here, and we all know that if somethings going to go wrong it will be at the very worst time.
I wonder how many thousand of Robinson hours the Intrepid "Q" has - and yet when he has to put it down for real, he's 100 miles out over the South Atlantic, not the forgiving fields of England.
Its just my personal opinion of course - so feel free to ignore it! - but helicopters can give you a nasty bite all by themselves - why make it easier for them?
What I was trying to say was that there is a big difference in why you are getting out - one to maybe save someone's life - which is a sound reason, the other just for a lark which might not be considered quite so sound in most quarters.
Why not get out? Well, have you not read enough stories about guys who thought they had put the collective friction on, only to see their heli leave without them? Is it not possible for the friction to be worn, or for it to vibrate loose? Or maybe for the throttle governor on the R22 to malfunction and open up the throttle? Can you GUARANTEE that when you see somebody rushing headlong towards the tail rotor you will always put the throttle to ground idle, put the frictions on, turn the hydraulics off? Or that in your haste when you remove your seat belt the buckle doesnt slip under the collective and then snag your belt / the Leatherman dangling from it / your trouser pocket / boot whatever as you leap out?
I saw the aftermath of one incident at Long Beach where a 206L had been run up on a dolly for the engineers to inspect for leaks. The pilot of that one thought he had the collective friction on when he wound it up to flight idle. He then leaned out to talk to the techie, the collective lifted slightly and the next thing he knew
the apron was covered with pieces of LongRanger.
Secondly, do you think the insurance company would see it from your point of view if there was an incident?
Thirdly, it usually says something like "minimum flight crew one, to be situated in the right (left) hand pilots station" in the FM. As a "Flight" is defined as being from the moment the heli moves under its own steam to the moment the blades stop turning, then technically if you leave the cockpit there is no crew on board. The heli is then being operated outside limitations, hence the C of A is invalid, hence the insurance is invalid.
And finally - we are talking machinery here, and we all know that if somethings going to go wrong it will be at the very worst time.
I wonder how many thousand of Robinson hours the Intrepid "Q" has - and yet when he has to put it down for real, he's 100 miles out over the South Atlantic, not the forgiving fields of England.
Its just my personal opinion of course - so feel free to ignore it! - but helicopters can give you a nasty bite all by themselves - why make it easier for them?
PPRuNe Enigma
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Couldn't agree more - I always work on the principle that you NEVER leave a motorised vehicle unattended with the engine running - not even a lawn mower. I've flown many an R22 with the "self-raising" collective and, as you say, frictions can work loose.
If something can go wrong, it almost certainly will sooner or later.
If you are flying the sort of pax who can't be trusted not to shred themselves even after a comprehensive briefing then the only safe way seems to me not to let anyone out until the rotors stop turning.
If something can go wrong, it almost certainly will sooner or later.
If you are flying the sort of pax who can't be trusted not to shred themselves even after a comprehensive briefing then the only safe way seems to me not to let anyone out until the rotors stop turning.
Granny me ol countryman/brethren,
There is no doubt that operationally there are the few occasions that one has to depart the steering to visit the refueling or powerplant division. Been there done that plenty of times
....specially when the generators a bit dodgy etc....
I do think twice about it nowdays, but I know what you are getting at for sure.
I thought that Steve T would hit the nail on the head but he just missed.
My point was that if the 44 took to hovering by itself and burnt to a cinder how were these two going to send for help and MOST importantly who was going to come and get them.
On the top of Mt Cook it will only be half a day before someone notices your not at smoko. Then it will only be a half hour or so before they find you. At the North Pole I would think it would be pretty lonely and cold without your tent/igloo making equipment while you wait for the nearest Navy to rescue you.
Thus my decision upon making it to the North Pole. Stay in helo, stay safe and warm, pat meself on back and have photo taken by camera on remote.
Incidently, there was a really funny NZCAA report in the mid 90's about a fellow who departed his H500 with raincoat and gumboots on. He slipped while hopping out causing the coat to snatch and roll on the throttle. While he watched from the fuel drums, the 500 relocated to a nearby paddock and then to the wreckers.
There is no doubt that operationally there are the few occasions that one has to depart the steering to visit the refueling or powerplant division. Been there done that plenty of times
....specially when the generators a bit dodgy etc....I do think twice about it nowdays, but I know what you are getting at for sure.
I thought that Steve T would hit the nail on the head but he just missed.
My point was that if the 44 took to hovering by itself and burnt to a cinder how were these two going to send for help and MOST importantly who was going to come and get them.
On the top of Mt Cook it will only be half a day before someone notices your not at smoko. Then it will only be a half hour or so before they find you. At the North Pole I would think it would be pretty lonely and cold without your tent/igloo making equipment while you wait for the nearest Navy to rescue you.
Thus my decision upon making it to the North Pole. Stay in helo, stay safe and warm, pat meself on back and have photo taken by camera on remote.
Incidently, there was a really funny NZCAA report in the mid 90's about a fellow who departed his H500 with raincoat and gumboots on. He slipped while hopping out causing the coat to snatch and roll on the throttle. While he watched from the fuel drums, the 500 relocated to a nearby paddock and then to the wreckers.
Cool as a moosp
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Ref the "Pole" photo. Am I the only one who sees a face in the right hand seat of the '44? Perhaps it was taken at the refuel depot with the Otter pilot holding the collective down.
I have not seen any mention from the team involved that the photograph was taken at the pole. Perhaps just released to the press and let supposition do the rest?
As regards leaving the machine with the engine running you may well have seen the effective yet unauthorised mod to the R22 that the muster guys do so that gate opening, hot refueling, relieving a distressed animal etc. can be done with engine running. A neat aluminium U piece hinged to cover the collective on the ground ensures that the collective will not rise.
But don't tell Robinson. They'll make it themselves and charge you USD1,000 for it
I have not seen any mention from the team involved that the photograph was taken at the pole. Perhaps just released to the press and let supposition do the rest?
As regards leaving the machine with the engine running you may well have seen the effective yet unauthorised mod to the R22 that the muster guys do so that gate opening, hot refueling, relieving a distressed animal etc. can be done with engine running. A neat aluminium U piece hinged to cover the collective on the ground ensures that the collective will not rise.
But don't tell Robinson. They'll make it themselves and charge you USD1,000 for it
This is the relevant Section 7 from CAO 95.7 for helicopter operations in Australia:
7 EXEMPTION FROM GENERAL REQUIREMENT FOR PILOT TO BE AT
CONTROLS
7.1 If the condition set out in paragraph 7.2 is complied with, a helicopter is exempt from compliance with subregulation 225(1) (but not subregulation 225(2)) and subregulation 230(2) of the regulations.
7.2 The exemption given by paragraph 7.1 in relation to a helicopter is subject to the condition that a pilot must, from the time of starting the engine or engines until the time of stopping the engine or engines at the end of the flight, be at the controls of the helicopter unless:
(a) the helicopter is fitted with skid type landing gear; and
(b) the helicopter is fitted with a serviceable means of locking the cyclic and collective controls; and
(c) if a passenger occupies a control seat fitted with fully or partially functioning controls or is seated in a position where he or she is able to interfere with such controls the controls are locked and the pilot is satisfied that the passenger will not interfere with the controls; and
(d) the pilot considers that his or her absence from the cockpit is essential to the safety of the helicopter or of the persons on, or in the vicinity of, the helicopter; and
(e) the pilot remains in the immediate vicinity of the helicopter.
7 EXEMPTION FROM GENERAL REQUIREMENT FOR PILOT TO BE AT
CONTROLS
7.1 If the condition set out in paragraph 7.2 is complied with, a helicopter is exempt from compliance with subregulation 225(1) (but not subregulation 225(2)) and subregulation 230(2) of the regulations.
7.2 The exemption given by paragraph 7.1 in relation to a helicopter is subject to the condition that a pilot must, from the time of starting the engine or engines until the time of stopping the engine or engines at the end of the flight, be at the controls of the helicopter unless:
(a) the helicopter is fitted with skid type landing gear; and
(b) the helicopter is fitted with a serviceable means of locking the cyclic and collective controls; and
(c) if a passenger occupies a control seat fitted with fully or partially functioning controls or is seated in a position where he or she is able to interfere with such controls the controls are locked and the pilot is satisfied that the passenger will not interfere with the controls; and
(d) the pilot considers that his or her absence from the cockpit is essential to the safety of the helicopter or of the persons on, or in the vicinity of, the helicopter; and
(e) the pilot remains in the immediate vicinity of the helicopter.
I address this question to the "Knee Dancing Champion of Alaska"......wonder how we got along all those years....hand pumping fuel...rotors running....hooking up our own sling loads ...rotors turning.....rigging a load...and hooking it up...rotors turning....making yellow test bores in the snow....rotors turning.....checking the gill net.....rotors turning....oops...scratch the gill net...honest we just thought about it! Sure glad the "Rules Nannies" had not caught up with yet.....sheesh!
I guess no one else ever flew in remote sites with a dodgy battery or starter or both.....and never shutdown until back at some safe place but still managed to fuel, load, etc....and did it safely....and without comment or concern.
I guess no one else ever flew in remote sites with a dodgy battery or starter or both.....and never shutdown until back at some safe place but still managed to fuel, load, etc....and did it safely....and without comment or concern.
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SASless
There's often a big division of views on this forum between UK/European pilots and people like you who've spent your career working all over the world often in difficult conditions.
One of the good things about Rotorheads is we can read experiences and opinions from people like you. Most civvy pilots in the UK (like me) lead fairly sheltered lives.
I know SteveieTerrier will think I'm getting at him, I'm honestly not, but I don't think he'd deny he's had an even more limited flying career and much narrower experience than most of us. Steve's always worked at the same place doing pleasure flights, charters and safety pilot work for businessmen helicopter owners going to meetings etc. Don't get me wrong, Steve's a good solid reliable pilot, but your chalk and cheese in experience, so not surprising you have very different views. You've been flying out in the big wide world. I've done more than some but nothing like as much as you and some others on the forum.
That's maybe why I enjoy reading posts by people like you, but it's also a bit embarassing at times. Our opinions and attitudes are formed by our experience. A lot of UK/European civvy pilots have very narrow experience so attitudes are often a bit narrow as well.
There's often a big division of views on this forum between UK/European pilots and people like you who've spent your career working all over the world often in difficult conditions.
One of the good things about Rotorheads is we can read experiences and opinions from people like you. Most civvy pilots in the UK (like me) lead fairly sheltered lives.
I know SteveieTerrier will think I'm getting at him, I'm honestly not, but I don't think he'd deny he's had an even more limited flying career and much narrower experience than most of us. Steve's always worked at the same place doing pleasure flights, charters and safety pilot work for businessmen helicopter owners going to meetings etc. Don't get me wrong, Steve's a good solid reliable pilot, but your chalk and cheese in experience, so not surprising you have very different views. You've been flying out in the big wide world. I've done more than some but nothing like as much as you and some others on the forum.
That's maybe why I enjoy reading posts by people like you, but it's also a bit embarassing at times. Our opinions and attitudes are formed by our experience. A lot of UK/European civvy pilots have very narrow experience so attitudes are often a bit narrow as well.
Last edited by Hoverman; 31st Jan 2003 at 10:15.
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I swear I was not involved in any of the events described below.
In the U.S. Army flight school, Ft. Wolters, TX way back when, solo students were required to get out of the helicopter while it was running, in confined areas generally surrounded by mesquite trees & brush, to survey the area and determine the exit route. We walked around the area around the running TH55, & after pacing the required distance from the edge of the clearing, placed rocks at the point from which we should start. While surveying the area, it was sometimes felt necessary to water the dry brush & grass. One pilot saw the poor vegetation growth, & felt the need to add some fertilizer. He went a few yards away & proceeded to put down fertilizer. Somehow the throttle of the running TH55 wound up to full on, and the helicopter decided to fly. It took off, but didn't fly far before it turned turtle, & pieces flew all over Hell & half of Texas. The fertilizer-applying pilot apparently didn't hear this, or didn't know what was happening, since he still had his helmet on. A dual helicopter passing nearby saw the crash, & landed in the same confined area to see if anyone was still alive. Both the instructor & student got out & ran to the crash site, just before the fertilizee returned. He saw a running TH55, just where it should have been, climbed in, & took off. It took some time before the two unlucky rescuers were discovered missing, & considerable confusion ensued.
Usually, nothing bad will happen when a helicopter is left running unattended. But usually and never are not quite the same thing.
In the U.S. Army flight school, Ft. Wolters, TX way back when, solo students were required to get out of the helicopter while it was running, in confined areas generally surrounded by mesquite trees & brush, to survey the area and determine the exit route. We walked around the area around the running TH55, & after pacing the required distance from the edge of the clearing, placed rocks at the point from which we should start. While surveying the area, it was sometimes felt necessary to water the dry brush & grass. One pilot saw the poor vegetation growth, & felt the need to add some fertilizer. He went a few yards away & proceeded to put down fertilizer. Somehow the throttle of the running TH55 wound up to full on, and the helicopter decided to fly. It took off, but didn't fly far before it turned turtle, & pieces flew all over Hell & half of Texas. The fertilizer-applying pilot apparently didn't hear this, or didn't know what was happening, since he still had his helmet on. A dual helicopter passing nearby saw the crash, & landed in the same confined area to see if anyone was still alive. Both the instructor & student got out & ran to the crash site, just before the fertilizee returned. He saw a running TH55, just where it should have been, climbed in, & took off. It took some time before the two unlucky rescuers were discovered missing, & considerable confusion ensued.
Usually, nothing bad will happen when a helicopter is left running unattended. But usually and never are not quite the same thing.
When I went through the helicopter instructors school, shawbury, UK in 1982, I heard that story, applied to an instructor and student who flew here 20yrs earlier!!! it's one of those international stories, I think, that changes shape over the years. Probably never really happened. 
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SASless
B'onn siúlach scéalach. I see that my name has been taken in vain. Yes, I am the "Knee Dancing Champion of Alaska" this title was awarded at an Anchorage watering hole by a blue eye Amazon (you had to have been there); I have on a many occasions written my name in snow with my yellow pen as the blades did turn. I have even pump fuel as they did so above my head. (Let it be understood that at no time did we hot refuel; we rapid refueled – hot refueling meant that something might be burning somewhere close) I have even hook my noisy charger to barrels, nets, and once and only once to fifty sheets of ¾ inch plywood and all the time them thing where turning above my head.
Now some may remember that years ago in a small town in Texas, we were shown how to lay sticks and rocks under turning blades to mark our hover path so that we would be clear and not clip any trees as we maneuver in a confined areas. Remember how much fun that was. All of this come down to ==
The only difference between us and Ladies of the Night is that Heilcopter Pilots don’t charge enough.
One more thought and I’ll be gone. How long will your battery last at -40 C or F which ever, and when your ready to go, will the sorry beast start?
Now some may remember that years ago in a small town in Texas, we were shown how to lay sticks and rocks under turning blades to mark our hover path so that we would be clear and not clip any trees as we maneuver in a confined areas. Remember how much fun that was. All of this come down to ==
The only difference between us and Ladies of the Night is that Heilcopter Pilots don’t charge enough.
One more thought and I’ll be gone. How long will your battery last at -40 C or F which ever, and when your ready to go, will the sorry beast start?
Gutless....as I recall...that gal was so big ... she ran on diesel !!!
You might explain your successful technique for performing engine-out landings upon the terrain feature known in Alaska as nig...nig....nig...errr tundra tufts.....after all you did get a lot of practice doing them one year as I recall. How does the last bit go...roll right...or roll left.....?
You might explain your successful technique for performing engine-out landings upon the terrain feature known in Alaska as nig...nig....nig...errr tundra tufts.....after all you did get a lot of practice doing them one year as I recall. How does the last bit go...roll right...or roll left.....?
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There is a mod? that we use over here on 22s and 44s and that is a small leather strap screwed down either side of the collective. When on the ground with engine running it is looped over the throttle end of the collective. Problem solved. Handy if you absolutely have to fuel up before the cattle or tourists get away 
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Hoverman -
Of course I dont think you're getting at me - we're buddies aren't we? And your point about the different experiences of pilots in various parts of the globe is a valid (if rather obvious) one. However the points raised in this thread were concerning safety, and you don't have to have 10,000 hrs in your logbook to realise that leaving an unmanned helicopter running without a very good reason or hot refuelling a Robinson isnt going to win you any prizes from Health and Safety, and could do you a power of no good. You'll no doubt think they are both splendid ideas, so you can disagree with me as usual!!
Just a couple of teeny points to take exception with...
"I don't think he'd (me that is) deny he's had an even more limited flying career and much narrower experience than most of us"
Most of us? From what I've seen about 50% of the posters on Rotorheads are PPLs / Instructors / Wannabees. No disrepect to any of them, we've all been there but I think with I might have a teeny bit more experience than most of them.
"Steve's always worked at the same place". You KNOW this for a fact, dont you, 'cos you're my buddy, right? Are you sure you've got the right person?
Cos if you know me, then you'll aso know that I went to the US, got my FAA CPL and worked for 6 months in California as a tour / camera ship / cable
patrol pilot?
And that I worked for the original FAST helicopters in Shoreham?
And that I have freelanced for Virgin, Heli-Scott, Leeds Central, Helicopter Services and Yorkshire Helicopter Centre?
"limited flying career and much narrower experience"
Yes I have flown lots of pleasure flights, charters, safety pilot and corporate work. Isnt that the staple of all UK Commercial work anyway? I have also done more than my share of TV / film work / aerial photo. I've done a six month stint on the Transco gas pipeline patrol. I've even done some lifting in the Peak District. (Well I do work for Heli-LIFT..) Can't really think of anything much left to do in the UK Commercial world that , short of IR.
Did I mention that I flew for 3 seasons as a co-pilot / radio tech on a Cessna 421 comms aircraft for the Manufacturers teams in the World Rally Championships, on all the European Rallies from Finland down to Greece?
If thats much narrower experience than "most of us" then I take my hat off to you and all your busy friends.
Ok so I'm not the worlds most experienced aviator. But I think I've done a teeny bit more than you gave me credit for.
Hoverman, I'm gutted. All this time we spend together, and you really didnt know me at all, do you?
Of course I dont think you're getting at me - we're buddies aren't we? And your point about the different experiences of pilots in various parts of the globe is a valid (if rather obvious) one. However the points raised in this thread were concerning safety, and you don't have to have 10,000 hrs in your logbook to realise that leaving an unmanned helicopter running without a very good reason or hot refuelling a Robinson isnt going to win you any prizes from Health and Safety, and could do you a power of no good. You'll no doubt think they are both splendid ideas, so you can disagree with me as usual!!
Just a couple of teeny points to take exception with...
"I don't think he'd (me that is) deny he's had an even more limited flying career and much narrower experience than most of us"
Most of us? From what I've seen about 50% of the posters on Rotorheads are PPLs / Instructors / Wannabees. No disrepect to any of them, we've all been there but I think with I might have a teeny bit more experience than most of them.
"Steve's always worked at the same place". You KNOW this for a fact, dont you, 'cos you're my buddy, right? Are you sure you've got the right person?
Cos if you know me, then you'll aso know that I went to the US, got my FAA CPL and worked for 6 months in California as a tour / camera ship / cable
patrol pilot?
And that I worked for the original FAST helicopters in Shoreham?
And that I have freelanced for Virgin, Heli-Scott, Leeds Central, Helicopter Services and Yorkshire Helicopter Centre?
"limited flying career and much narrower experience"
Yes I have flown lots of pleasure flights, charters, safety pilot and corporate work. Isnt that the staple of all UK Commercial work anyway? I have also done more than my share of TV / film work / aerial photo. I've done a six month stint on the Transco gas pipeline patrol. I've even done some lifting in the Peak District. (Well I do work for Heli-LIFT..) Can't really think of anything much left to do in the UK Commercial world that , short of IR.
Did I mention that I flew for 3 seasons as a co-pilot / radio tech on a Cessna 421 comms aircraft for the Manufacturers teams in the World Rally Championships, on all the European Rallies from Finland down to Greece?
If thats much narrower experience than "most of us" then I take my hat off to you and all your busy friends.
Ok so I'm not the worlds most experienced aviator. But I think I've done a teeny bit more than you gave me credit for.
Hoverman, I'm gutted. All this time we spend together, and you really didnt know me at all, do you?
Last edited by StevieTerrier; 1st Feb 2003 at 17:31.
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Re. getting out with engine running, the Flight Manual for my ex UK AAC Bell 47 Sioux has a routine and approved procedure for this (but checks are marked 'only when permitted by Army Regulations').
Frictions on, 2300 RPM and hydraulics off.
Whatever the risks are, it didn't seem to concern the Army.
Frictions on, 2300 RPM and hydraulics off.
Whatever the risks are, it didn't seem to concern the Army.
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Can remember years ago in a AS350 with that little 16 gauge Collective lock firmly in place..........just normal stuff, no second thoughts until that snake scared the $#*& out of me whilst inspecting that cactus??
The "lock" works a treat.........nearly as many hours outside than I have inside??
Now in the BK.........those locks will firmly hold you down and prevent you from embarassing yourself.
Frictions are one thing.............Collective and Cyclic locks are quite another............
The "lock" works a treat.........nearly as many hours outside than I have inside??
Now in the BK.........those locks will firmly hold you down and prevent you from embarassing yourself.
Frictions are one thing.............Collective and Cyclic locks are quite another............
I still think you should check your flight manual, then dependant on what it says regarding the minimum complement required, check your CofA and finally but VERY importantly, check the small print in the insurance