Відео

Approaching a helicopter with blades turning without coordinating with ground or flight crew is always hazardous and not standard practice. Helicopters often operate and land in unimproved areas, that's part of the business!!. Mitigation of risk is always a consideration.

Yes they do! At our weight during that leg and over 10,000 ft we were limited by power available.

Did you not watch the video? The scenario is that it’s a confined takeoff.

That’s a risk you have to take sometimes on a confined area/vertical takeoff.

Thanks for the comment. Interesting opinion, please define "sense of being in control" and how does one determine that from a short video? CBi is right seat PIC. ICS switch is on the cyclic so hand is close for communication, not control.

Hello Joe! The Gazelle belongs to a client, nice aircraft.

@@angels1aviation920 hey Adam, are you keeping it at Herlong? Any chance for a ride in the future? Looks like a fun helicopter to fly.

Welcome aboard Mark! Thank you for your comments.

Glad you enjoyed it

Thank you for the comment. 1600 NM total distance. 600 Gallons of fuel.

Good question! It all depends on the aircraft type and requisite operating limitations and restrictions. Generally though, we use the minimum power off rotor limits as a guide. The low rotor indication in this aircraft initiates at the minimum engine RPM limit which is why you see the Low RPM indicator flashing.

Yes it does. In a helicopter the efficiency gain is generally negligible due to slow climb rates. Otherwise, find the best winds and cruise!!

Glad you enjoyed it!

Thank you for the comment. This was a simulation but the collective was immobilized by the instructor the entire time.

Thanks for the comment. Glad you like it.

Thanks for the comment. Glad you like it.

That is caused by a combination of throttle adjustment (adjusting rotor RPM to control descent) and a gusting crosswind during landing. The gusts of wind caused the yaw oscillation. It is more pronounced on camera though.

Great question! Yes, the collective remained in the same position throughout the video. Descent is controlled using a combination of forward cyclic and throttle reduction. Reduce Rotor RPM (reduce throttle) and the aircraft will descend. Forward cyclic will also cause the aircraft to descend but will increase airspeed. Shallow approach, gradually reduce airspeed and throttle to land the aircraft to a run on landing.

@@angels1aviation920 Does this mean you're coming in like a fixed wing approach, pitch (cyclic) for airspeed, and throttle for glideslope?

@@TrossachsPhoto Very similar. Throttle is used to establish descent rate and cyclic for airspeed, however the cyclic is also used for the descent. Forward cyclic, increased airspeed and descent. It becomes a balance between cyclic and throttle to maintain a stabilized approach and rotor within limits.

@@angels1aviation920 Thanks for the answer!

Glad you liked it!

Thank you for your question. In order to answer thoroughly please could you define/clarify "another more dangerous emergency".

do you think it is safer to handle an emergency at a 3 ft hover with no forward airspeed or with 100ft of altitude and 50kts of airspeed?

Great question. The short answer is, it depends! First of all, I do not recommend practicing tail rotor malfunctions unless you are being trained by a seasoned Instructor who has experience with these emergencies. Now to a slightly longer answer - The urgency of the emergency is of primary consideration. Some emergencies are best dealt with at a hover. Others absolutely are better dealt with at altitude and with airspeed. The procedure you refer to is for Loss of Tail Rotor Thrust. A different condition to stuck pedal/fixed pitch. There are a variety of tail rotor malfunctions, it is important to understand the differences between each one. Reducing throttle to idle with stuck left pedal (anti clockwise rotating blades) would exacerbate the rotation and increase the probability of dynamic rollover and ground resonance after you make contact with the ground. Lots of variables to consider there. Maybe you are at 3 feet, maybe higher. Either way, with the aircraft rotating, a smooth touchdown becomes less likely with each revolution. Immediately after the "Loss of Tail Rotor Thrust" procedure in the manual, is the procedure for fixed pitch, which describes maintaining airspeed, shallow approach to a run on landing, controlling yaw with throttle and collective. The procedure assumes you are in forward flight. From a hover, increasing collective stops or slows the rotation, allowing transition to forward flight (which you could do until you run out of fuel), and then performing the procedure in the manual to successfully land the aircraft. Fixed pitch/Stuck pedal is not a Land as soon as possible emergency. Thanks again for the question. Good stuff!

Stuck right, not a lot of good choices, depends on how far to the right it's stuck. In a hover you'll usually do a hover auto. Getting rid of the torque helps, but may not stop the rotation, but as you pull collective and decrease Nr, tail rotor thrust will decrease. You may be slowly rotating when you touch down, so it's important not to let the aircraft drift. Stuck left pedal is easy, and I think leaving the hover to do a run on landing like in this video is a mistake. Nobody dies if you tip it over in a hover. Same can't be said if you go gaining speed to do a run on. Easy to handle in a hover. Just keep slowly reducing Nr to decrease tail rotor thrust, while raising collective to keep it off the ground. When tail rotor thrust decreases enough that the rotation stops, nurse it down onto the ground. You have all the time in the world, so you don't have to rush.

I can do that if you'd like. On all of the videos or just this one?

Done. Music killed!

@@angels1aviation920 Wow, I didn't think you'd actually do it! Thank you!!!

Actually, I'm still hearing what sounds like circus music...

It has (No Music) in the title.