Helicopter takeoff profiles
Вставка
- Опубліковано 21 лип 2024
- Welcome to this AB Helicopters video, and join us on explaining the different types of helicopter ‘take off’ profiles, and why they are used - ranging from clear area, maximum performance, and VTOL types! We look at the different certification standards (EASA Part 27 and 29) - CAT A and CAT B.
We look at footage from onboard the MD500, Robinson R44 and R66, the Airbus EC135 and EC145!
0:00 intro
0:16 topics covered
1:10 cat a vs cat b
1:35 dead man’s curve
3:14 single engine takeoff profiles
3:25 normal takeoff
4:02 max performance takeoff
5:09 cat a clear area takeoff
6:51 CAT A VTOL 1
8:35 CAT A VTOL 2
8:48 CAT A VTOL 3
9:40 Summary
Please note - we have not attempted to cover all types of take off profile, and certain specialist operations require different techniques, for example taking off from a boat, or on top of a snowy mountain !
Disclaimer - This video is for entertainment purposes and is not to be used for formal instructional use- always seek flight instruction from a qualified instructor and follow the processes in the approved flight manual!
See more @abhelicopters and follow us on Instagram for more helicopter related content !
www.abhelicopters.co.uk
#helicopter #flying #cockpit #aviation #airbus #takeoff - Навчання та стиль
Great video, thanks for sharing and look forward to the next one!
Great video - thanks for sharing - very informative
Pleasure , glad you liked it
I enjoy your videos. Thank you
Thanks Jay, glad to hear that !
Great upload👍🏼
In between I only see the "CAT A' VTOL" -
Maneuver here in Germany used by Medi-vac & Police - 🚁's compared to 20 years ago.
Thanks for the very informative upload 👍🏼‼️
Thanks for the comment and glad it was of interest to you !
To my knowledge, ADAC and the various police departments use primarily the EC135 , and EC145 and their latest variants eg the H145
@@ABHelicopters
you are absolutely right!
I really miss the 🚁 BK-117 & it is also sad that we don’t have any NOTAR Helicopters in use. Or better said: it is super rare to find a McDonnell Douglas NOTAR - Chopper here but in Austria 🇦🇹 & England 🏴, just for example, they using the Explorer very often.
I am a true fan of the MD500-D 🚁 and it’s like they don’t even exist here in Germany 🙁.
There are less 902’s operational in the U.K., the police stopped using them around 2016 and most air ambulances use the 135/145 or AW169, though the London air ambulance still uses the 902 so it can land it some tight congested areas!
Another great video Andrew! Question.... In a "Cat A VTOL 1 Departure", do you have the nose facing into wind thus effectively climbing backwards downwind, or is it the other way around? Also lets say for example you're departing from a confined area in a single engine helicopter, but due to obstacles like trees etc you don't have much clear space in front of you heading into wind but you do have plenty of space heading downwind... would the preferred take off profile be a max power vertical climb into wind, or a normal take off profile in a downwind direction?
Hi Neil, thanks for the comment and glad that you found it of interest ! CAT A profiles cannot be flown with any tailwind component , and you would orientate the takeoff path as nearly into wind as possible as obstacles allow, but the profiles and the drop down- obstacle clearance is calculated with no headwind benefit at all.
Re the scenario you are talking about, yes if you were sure you had power, for a single engine , that might be a better option. In a CAT A helicopter , you could raise the Take off decision point to a height that ensures that you would always clear the taller obstruction in front of you - for example , VTOL 1 , the TDP can be raised from 120 ft up to 200ft, and the VTOL 3 TDP gets you up to 240ft
While all this is true, all helicopters have their limitations n their Dead man's Curve graph in the POH.
However, most Search n Rescue missions are flown in the Dead Man's Curve area of the graph n there is no way around it. SAR pilots
know and are fully aware of this. Twin engine
Helicopters are best for this type of work.
One must not forget the Iconic UH-1 Hueys,
most were single engine turbines and proved their worth time n time again in the Vietnam Conflict, working in the Dead Man's Curve almost exclusively and literally as our crews (with big cojones) were under fire most of the time. One cannot over stress the importance of a thorough pre-flight on these aircraft.
Hi Pork-Chopper. Thank you for taking the time to leave a detailed comment . You are right about the HV diagram - though we are lucky that modern engines have a fantastic safety and reliability record, and most of us don’t have to deal with the extra stress of being shot at! The addition of a second engine means that most modern multi engine helicopters, if flown according to CAT A profiles, mean that any stage of flight, there will be no ‘unsafe’ landing . SAR is obviously different, and having a second engine is a certainly a good feature if you are going to have external human cargo on a winch , whilst sitting at 50ft in the hover !
The pilots flying the hueys and little birds at tree top height , navigating without the benefits of gps and the other safety features that have since been introduced, in close formation, whilst landing in incredibly tight and dangerous LZ’s is indeed the stuff of legend !
@@ABHelicopters
You're Welcome!
And what is truly more amazing is that most of these brave pilots (Army Warrant Officers)
were under 25 year's of age!!! Incredible!!
For God n Country
Amen Jesus!
Pls check mic levels before recording...
Thanks for the feedback- will make sure the helicopter noise is lower next time
Your audio is very washed out whenever you have background Heli.
Hi Cory
Thanks for the feedback - I’ll sort that for the next video,
Kind regards
Andrew