@FH
You explained that on excellant way:D.

thx guys :D
 

Jet Ranger - thanks for the clarification of this concept, maybe i missed some points about this object. but now it's clear.

FH1100 Pilot - your explanation is very good and your informations are so interresting. thanks for sharing us your thoughts :D

guys now i have a clear opinion about this object, and if i get new informations about this object I ll post it to discuss it.

cheers!!

for the thirty years i have been flying helicopters i don't think i ever cared about or spoke about lte, (loss of technical expertise), vortex ring state, engine failures, had two, from the open grass plains of the australian out back to the jungles of png the americas.

you fly the machine within its parameters, sometimes out, and it shouldn't bite you. it is 99% pilot error if you come to grief.

some people are just anal about written stuff and fly a lot but don't learn from the experience. you read posts from lee, lappos, coyle, sasless and crab who for the very most part over the years have given great advice on these threads. and you argue the facts. they are pure and simple and haven't changed from the beginning. (some one will argue that statement).

it is very amusing and much more disappointing to see so much fear and ignorance generated by some posters.

this bad vibe on helicopter operations transfers to the up and coming pilots and because they think it is written by someone who knows it goes on to be fact whether it is or not.

i think that if you are out there and doing it as a pilot for any length of time and you don't know how to safely take of, cruise, work, return and land in diverse situations you should think about what you know about the machine you are in or even if you should be in this line of work.

some of these threads show a lack of knowledge and confidence in the machinery and the environment we are in.

i am aquainted with many pilots from all parts of the helicopter world and have flown with some of the posters on these threads, to a man they understand the conditions they are flying in and the machines capabilities and fly each one accordingly. they don't call up and ask if it's ok for a left or right wind, what's the world coming to.

i bet some of you think you have to back into the height velocity curve to land.:E

one new pilot i worked with in the bush a few years back asked the question, "are you getting any lte over there, i'm getting a bit over here".

that's what the helicopter world is coming to.

Lte
 

I suppose like the unfortunate chap that crashed the 350' today,
Lte is also experienced when the tail falls off completely
What a lucky bloke...... To walk away, even luckier the bloke under him......
Nelly

4 x LTE ?
 

deeper:D:

you say LTE = "loss of technical expertise" - ie How to fly in general...(?)

but in this case we are talking about..

LTE = Lack of Tailrotor Education - ie How to fly as far as the Tailrotor goes.

very easy to confuse the two LTE's - although they are related



not exactly the same as:

LTE - Lack of Tailrotor Effect - underpowered Tailrotors which were apparently produced in the stone age.... don't try and use more tailrotor thrust than you have....(?) (More prevalent in twins ?? )

nor

LTE - Loss of Tailrotor Effectivness - Pilot didn't know which way he was flying through the air and took a while to figure it out - and do something appropriate(?) Often happens to pilots when learning.


who cares if you can actually fly a helicopter when you obviously haven't studied the terminology properly.... ?

Anyone have any experience with the new STC'd replacement tail rotor blades?
Especially vis-a-vis LTE???

Never had LTE, but the new Van Horn tail rotor blades do give more authority. Some pilots don't like them at first because they make the machine feel more 'twitchy', because it takes less pedal input to get an effect, so you have to relearn your footwork if the 206 is all you've flown. They're more than worth the money, though, IMO, because they give you a longer TBO, and they work much better.

Saying the 206 weathervanes strongly is an understatement. Once on an offshore platform I had to do a 30-minute penalty run after a chip light, 'with some collective'. There was a 15-20 knot wind, and bored, I started experimenting with more collective. Eventually, I found that I could go from flat pitch to an OGE hover and back, repeatedly, with my feet flat on the floor. Put the nose into the wind, and it will try to stay there. With a crosswind, it tries mightily to turn into it. I agree that flying an approach sideways, with the nose into the wind, is a good way to get the job done. It takes much less power, and there is no chance of LTE. I know of no requirement to have the nose pointed directly at the point of intended landing.