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Day 2 - Advanced Helicopter Autorotation Series - Sideways Flair / How to Make Your Spot Every Time
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- Опубліковано 9 лип 2019
- Music from Bensound.com
This is a video of the 2nd day of training. Building on the previous day of knocking off 3 years of dust we continued to work on extended glide, crabbing, and the new introduction of the sidewards flare.
The sidewards flare is something new to me but realize and see its' value in making my exact touchdown every time. That being said I am still learning and have much to do better.
This video's purpose is for education, hopefully helping people see some techniques that are outside the box of the traditional training environment. I wish I had learned these techniques 3,600 hours ago when I first learned. The videos are not intended to replace actual instruction for a good instructor.
Fly safe and Keep Learning!
Glad to see Todd is still teaching. I really valued my time with him in Idaho!
Theses are really good. I can see there is alot to learn from.
keep up the work
Amazing! received some advanced auto training as well in a R44, opens ur horizon on the chances of survival so much
Wow! Only Day 2 and this is sooo cool! I’m surprised this sort of intense training isn’t a normal part of a pilot’s learning.
@Emilio Kasen definitely, been using Flixzone} for years myself =)
Great autos. We did the side flare to get into an LZ in Vietnam. The 500 ft flare , drop and continue , was taught in Army flight school , 1969. I flew the CH53, Vietnam 70-71.
No you did not. The army never had CH53’s plus the first CH53 wasn’t built until 1974. After the war had already ended.
Very good instruction!
After 8 years at Hiser 3 autos on every flight, straight 90 180 - (full touch down) Hover😁
A hover hole to full touch down with zero speed and zero descent😍 So much fun.
After 40+ years never broke the bosses toy
Wow amazing insights in this video intonadcanced Autos
One of these days I need to learn this.
Getting ready to solo on Friday if the weather cooperates. I really wish I was going into it with more than 3 standard autos 🤨 This training looks fantastic!
Man that's what a call a training. Looking forward for my helicopters lesions. Regards from a 737 grounded pilot.
Great instructor. I would love to watch the entire flights uncut.
If there is enough of a demand I don't mind an entire uncut version. Uploading anything from the Phillipines takes a long time and costs money for every gb used.
Count me in. Good job nice skills
Very good and helpful videos, I am in as well
I am very lucky that I had the opportunity to do my Robinson 22 endorsement with Captain Lyle Watts (Heli College Canada) he has 20.000 hours. I asked him if he teaches sideway flares he said he’s done them but he’s not a fan, why risk it and that it can be dangerous / dynamic rollovers and hooking the skid etc. He’s a boss and a bit of a living legend here in the helicopter community
My thought exactly. You are going to roll over if you go all the way to the ground. It takes very little sideways movement to dig in a skid. It's certainly interesting and I see how It can be a tool to have in your bag of tricks, but foreword momentum is going to be difficult to fully arrest.
I noticed that in some cases after he bled off airspeed with a sideways flare, he quickly uses the pedals to line the nose up with the direction of travel, minimizing the chances of dynamic rollover.
@@plokkum This is something taught in USAF heli school. look, Pull, look for target, wiggle your fingers and toes, confirm target, correct, setup, land right f'in now... (The f'in now only applies to heavy choppers, or 206b's...)
Where is that? Just awesome!
I am just now going through my commercial add-on. Where in the states could one get this type of advanced auto training?
Where did you do this training @?
Remarkable insights here, and seems like a must-master life-saving skill, especially in an R22. Btw Where is your practice area?
This was in the Philippines
@@michaelmiller85 Thanks Michael, I watched your other videos and gleaned that. I used to live in S.E. Asia and would like to escape the U.S., And being able fly once in awhile would be nice and I was not familiar with GA and flying clubs in the Philippines. I used to rent a172 in Penang many years ago but going somewhere other than around the Island was a not easy. Philippines on the other hand seems like it would have more cross country options.
where is this place? Thanks
Why isn't the side turn to the right if the left uses more power to cancel the torque?
Good question. You'd think a flare to the right would be reserving more RPM for the flare, but you might lose the tail more easily and over rotate?
There's no torque :P
Ignoring crosswind, it's going to use the same amount of thrust in this situation, going to the right or to the left. Arguably in a machine like a 206 with a canted vertical fin, you're better to the left. Also, transmission drag will help swing the nose left. Those are small effects compared to the force required to yaw that big vertical fin in either direction, so it probably in practice doesn't matter which way you decide to yaw.
Aussie bush farmer
Could you explain 120 kts? Isn't the VNE 102?
130 for the 44
102 VNE is in the R22
@rustyracer51
You were quite right:
"NEVER-EXCEED AIRSPEED: Autorotation = 100 KIAS"
Also, "Operation up to 100 KIAS approved with any combination of cabin doors removed."
Correct me if i'm wrong.
Fly safe everyone :)
To very expensive right now to get a Private pilot helicopter license now
🇧🇷🇧🇷🇧🇷👏👏👏🇧🇷👍!!
Michael are you the student or instructor in this video?
Student
Who did the training? Pleas share contact info.
Name is Todd. tubbshelitraining@gmail.com
why do you turn side ways at the bottom of the auto?
This is just guess work, but I presume it's to bleed off that forward airspeed so they touchdown where they want.
turning sideways allows a more intense flare to bleed off speed by removing the tailcone and tailrotor's proximity with the ground from the equation - since you're yawed sideways, the tail stays horizontal rather than dipping as it would in a normal flare.
@@Daishi0861 How do you perform a full down with one of those? Seems like you'd make your spot and then roll it over with the touchdown.
@@caseyrice2745 Hence the emphasis to remove all groundspeed. I quite like this technique, removes all tail rotor anxiety.
@@Helicopterpilot16 I don't really like it much, although it certainly looks like fun. I'm leaning toward too much chance of dynamic rollover if you misjudge things a bit. The only time I use a sideways flare is for a tail rotor failure, but that is 50% power on, so there's much more leeway in making sure you're 100% stopped before touchdown.
Check out all the touchdowns on UA-cam, and notice how most of them involve a little slide. It also helps a lot to know exactly where the wind is... in a real auto you only know approximately in most cases. Trying to flare sideways to a full stop is pretty difficult if you actually have 5-10 knots of crosswind pushing you... I'm assuming he checked out the surface wind before he did this...
Backwards flares have the same issues... If it's not completely stopped, skids generally don't like to slide backwards.
How do you avoid mast bumping when you flare at altitude like that?
mast bumping occurs from suddenly lunging the cyclic forward, not pulling it aft
@@user-sy2yh2nh7n it does bring up an issue about autorotating backwards ( during the glide, not the backwards flares ). It was the opinion of the factory that autorotating backwards, the horizontal stabilizer could push the boom up into the vicinity of the rotor disk. I'll still do them at 10-20 knots, but not faster. Really don't want to see my empanage pass me by... Whether it's a real possibility? 🤷♂️
I just can’t imagine myself wanting to learn to fly the R22..I just hate that cyclic set up..I would go for a conventional cyclic..personal preference..
I thought so too, but after a couple of minutes you get used to it and it's a non factor. I taught about 200 hours initial training too and have never felt a dual setup would be better.
The problem with this and in USA in general, is that you are never touching down.
You are always practicing with an engine and hover just before touching down.
So you are not used to the correct altitude to actually touch down when it comes to a complete engine stop.
You have always and only practiced stopping 5 feet of the ground and then throttling up again.
While in general you're correct about lots of US training, and of course it would be even cooler to see some touchdowns here, this guy really knows his shit and absolutely could put these autos on the ground. They're not finishing up as high off the ground as you seem to think: entirely doable (safely / no damage) in an R44. I suspect the only reason they're not doing touchdowns is the dynamic rollover risk on the dirt strip, which would be pretty unforgiving of error when combined with a sideways flare.
@@ganthrithor
I agree that he seem to really know what he is doing, which would make it even more cool to see an actual touchdown.
In Denmark the pilots train autorotations with engine roll back on untill they can do it flawless, and from there they only train with actual touchdowns, so you don't have to think aout it one bit.
@@TheRealBaDaBingDK I expect they just don't want to do touchdowns on the dirt. Dirt is a high-risk surface for dynamic rollover. We train on a concrete pad at my school and that's much more forgiving, so we don't mind doing touchdowns some of the time. IMO you don't really need to do touchdowns all the time once you've got the hang of doing them: to train energy management all you need to do is shoot the auto and then at the end think, "Would setting this one down feel relaxed?" If the answer is no, you do a little analysis to find your mistake, and try again. I still like to do some touchdowns here and there a few times a month, but I don't feel the need to do them on every auto. Just my two cents.
It is a lot more valuable to learn all different kinds of approaches from many different positions and speeds and end the manoeuvre with power recovery. Because once you manage to end up over your selected spot at about 10-5 ft and no airspeed and sink rate left, you will survive and walk away. I know training schools who always do touchdowns on a long stretch of hard surface and super linear approach. In real life, your situation will most probably a lot different.
@@TheRealBaDaBingDK you didn't mention what kind of helicopter, but in turbine helicopters it's often easier to just do a touchdown. The turbine spools up much more slowly than a piston engine, and it's easy to over-torque or over-temp a turbine if you pull up on the collective too enthusiastically at the bottom.
The R22 is one of the most difficult piston helicopters to touchdown gently. The gear and skid shoes can take a real beating. Also, if you're good at power recovery autos, a touchdown auto done the same way is likely to have everyone walk away, even if the airframe gets trashed... And, you know, an R22 isn't a 3 million dollar aircraft, so...
Great video....terrible mic :(
Russ Gordon The audio is directly from the coms and is great quality. Might be peaking a little bit but other than that can't really ask for more.
Joshua Polloni Thanks for the reply. To be fair, since, I’ve listened through better headphones and it was better. Bit peaky as you say....!