Crucial Speeds Every Helicopter Pilot Should Know
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- Опубліковано 7 вер 2018
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Once again, I'm Jacob and in this video I'll be covering crucial airspeeds at every helicopter pilot should know. Aside from just aerodynamics, I'd like to start broadening the channel to other areas of interest that can help aviators. With this video I'd like to address important airspeeds and how they influence the way you fly. The first I'd like to highlight is Velocity Best Endurance (VBE). This is also referred to as Max Endurance airspeed and it gives you the greatest airborne time per unit of fuel consumed. This is important because once you begin working as a helicopter pilot, efficiency in time and fuel becomes one of the primary decision-making factors. This airspeed, just like the name implies, gives you the best endurance or the most time in the air. Let's say you fly for a new station and you want to provide the cameraman the most time over head to view a car chase, or traffic footage, or a manhunt, VBE puts you in the most fuel-efficient profile to do so. It's calculated from your cruise charts at the point where fuel flow is the least on you gross weight line.
This also takes place very close to our next airspeed, VY, which is Maximum Rate of Climb airspeed. This is the speed at which the aircraft climbs at the fastest rate per unit of time. This speed is important when you want to expedite climbing to cruising altitude when flying cross country or IFR flights. The key thing to note here is that these 2 speeds take place at roughly the same airspeed. Many manuals lump together both Max Endurance and Max Rate of Climb together and just call it all max R/C/End Airspeed. But it is important to note that this efficiency is due to the aircraft being at the lowest point of drag. For more information on the Drag and what this means check out my video here ( • Types of Drag in Helic... ).
The next airspeed is it VX and it applies to a slightly different type of climb performance. VX offers the Best Climb Angle meaning it yields the greatest altitude gain per given distance. This is especially important to consider when obstacles are a concerning factor during takeoff's, such as when in a confined area. It differs from VY in that VY is the best climb over time and VX is the best climb over distance.
Next is the Velocity Best Range (VBR) also known as Max Range airspeed. This is the speed that gives the greatest range per unit of fuel consumed. Think of this as being the speed that gives you the most miles per gallon. Anytime you're transitioning from A to B, this is the speed that's most efficient for getting you there. It's calculated by dividing your airspeed by fuel flow per hour and finding where range per unit of fuel is highest. Let's say as an example at 100 knots the fuel flow is 200 pounds per hour for your aircraft. That comes to a 0.5 nautical miles per gallon. At at 50 knots the fuel flow is 143 pounds per hour, which comes to 0.35 nautical miles per gallon. Whichever airspeed gives you your highest distance per unit of fuel is your Max Range airspeed.
At the very top of the chart is in VH which is the Maximum Speed based on engine performance. This occurs where your maximum torque line intersects with your gross weight line at the top of the chart. VH is sometimes called Velocity Horizontal because it represents the maximum speed you can fly in straight and level flight.
The last speed in the list is VNE. This stands for velocity to not exceed because it can result in retreating blade stall or damage to the helicopter. It's usually only able to be achieved in a dive due to it being higher than VH. For more info on this I have an entire video that covers it. Check it out here ( • Retreating Blade Stall... ).
That concludes crucial airspeed every helicopter pilot should know. I hope this helps shed light on why it's important to understand how your speed and drag affect efficiency as well as how the way you fly can be dictated by the job you're doing in the helicopter. Thanks for watching! Don't forget to hit like and subscribe below. Be sure to like us on Facebook as well. As always, safe flying!
If you're just getting started and want more information, pictures, and more explanations, I'd recommend reading the Rotorcraft Flying Handbook - amzn.to/2ifPlnZ. If you've already got a basic understanding, and want to further your professional helicopter education with advanced helicopter concepts, I'd recommend reading Cyclic and Collective, by Shawn Coyle - amzn.to/2ifQGLx
Please keep the training videos coming, your professionalism in presenting the aerodynamics of helicopter flight Are Much appreciated.
PI working towards PC here and these are fantastic reviews. It's far easier and more succinct, and easier to stay awake after getting the kids to bed to watch one of your videos than it is to disappear into my iPad. Well done and keep them coming.
Another good one, thanks for sharing this, really appreciate it !
Absolutely love what you’re doing! Easy to follow along, steady flow, and THEE best way to provide examples! World class instructor! Thanks man!
These videos are superb, they are really helping me stay fresh during this COVID-19 pause in my flight training, so thank you!
Very informative, thank you!
Mark
Simply outstanding bro. Keep going 👍
I wished there was something like your videos a lot earlier! You are awesome! Really enjoy watching your videos and I hope many more people will find out about you!
Isn’t Vx in a helicopter straight up if performance allows? 0 airspeed in 0 winds and a 500fpm climb would give me the best angle. Density altitude, OGE hover performance, and excess power available would play factor if 0 airspeed climb is possible. Also 0 airspeed climb would also put aircraft in shaded region of hight velocity diagram.
Vx is zero, if you have the power to do so. (FAA-HFH-7-7). Yes, you would be operating in the "dead man's curve" until you reach a safe altitude and/or speed so it's better to get some speed, if you can. Note, you can still be in a dangerous position with speed if you have nowhere to set down in an engine failure. If you have no space, face the wind, clear the obstacles and get the airspeed. If you have no performance and no space, don't take off until you do.
Jacob, THANKS for making us better and safer pilots .
You booklet is also invaluable and I encourage all viewers to purchase it.
It is a great way to commit the videos to memory and prepare for a check ride.
Thomas Nastoff what booklet? Link?
Working on PPLH in France on a Cabri G2. Your unique teaching techniques are "magnifique" and a big help.
Merci
Will you make the in depth autorotation vid???
Thank you again sir
thx Jacob, great video.
Hi, I would just like to say thank you for taking the time to share this information in an easy to understand and well thought out way. I also really like the way you draw a visualisation on paper, it helps to better understand it. I am a student helicopter pilot and I can definitely say that these videos help. If I am reading the FAA Helicopters flying handbook and I want to make sure I really understand that subject watching your videos help a lot!
Sebs. Thanks for the feedback!
Just wanted to thank you for these lessons. Was a great help to me on the SIFT. Just got accepted and I'll be flying 60s for the guard!
Singhdrew An. Awesome!
Good job !! 🚁
Vx sounds counterintuitive.. why isn't Vx in a helicopter in general 0Kts, given we're inside HOGE capable altitude.
So if you are looking at counterintuituve phrases think of it like this. Hover = 0 knots. Translational lift = 1 knot. Transverse flow effect = 12 - 15 knots. ETL = 16 to 24 knots. IGE is within 1 rotor diameter. OGE is above 1 rotor diameter. Is the wind ever ever ever ever so calm its exactly 0 speed? According to this it's almost like you'd never be in a hover you're always in translational lift even if you have exactly zero knots ground speed you always have some AirSpeed and that's how you measure translational lift. Even if you had just enough clearance for your rotors not to hit walls and you were completely boxed in with walls surrounding the helicopter with just enough space for your rotors to spin around via coriolis effect the vortices from the induced flow from your rotors would blow down and towards the walls and back towards your helicopter giving you some airspeed. Therefore you are never at 0 knots. Not sure if that's why he used VX as a counterintuitive but just putting a counterintuitive to make the other counterintuitive now seems so counterintuitive. Make sense? 😉
Thanks for putting these lessons together Jake. I'm in the 64E course now and they are extremely helpful. Was wondering if you could do one on mushing when you get the chance. Thanks again
Matthew Whitney. Glad the videos are helping out. Sure thing on the mushing video.
Good videos.
Thank you
Thanks a bunch Jacob. These videos are immensely useful. Is there any chance that you could provide a video on what weather conditions affect flight the MOST (humidity, windy conditions, etc.)? Also could you possibly draw us a lesson on human factors in flight (night conditions affecting eyesight and how to overcome them, how to overcome hypoxia, etc.)?
Zach Watts. I'd add that to the list. Thanks for the feedback!
thank you
You Deserve Even BETTER Ratio's !
Lol way to keep your 10 minute promise with the 9 Minute 59 second video. Great videos and very helpful for me learning some ground school for flying helicopters. I noticed you haven't posted any new videos in about a year but hopefully you'll come back sometime with some other great stuff as you do seem to have talent with teaching.
Impresive
Excellent. I’m not a heli pilot but a ppl fixed wings. But thinking about learning to fly helicopter...
Thanks for these lessons! I plan on starting training in a few months! Were you a Apache pilot? When were you in? My brother was in Army too flew Apaches for twenty five- thirty years
This might be a dumb question but wouldn't the Vx on a helicopter be straight up therefore the Vx would just be the maximum rate of vertical climb
How did you not lose your mind @ flight school? I just started and damn... My face melts daily lol
andrew rose. Lol! You just have to take it 1 course at a time. You'll get through it though. Stay motivated!
@andrew rose Are you a pilot now? How did it go? Did you survive ground school? Lol
Great video series. Quick question, I am an IFR fixed wing pilot, and one speed we keep in our minds is Va, manuvering speed (in rough air). Are helicopters subject to g-loading during flight in rough air? If so, is there a Va speed for helicopters?
Thank you for making these video, Sir. Do you believe they will help me studying and taking the SIFT?
DiabeticManatee. I'd recommend these videos for aerodynamics as well as Rotorcraft Flying Handbook (amzn.to/2ifPlnZ) and SIFT Study Guide and Practice Questions (amzn.to/2STLnPw)
I love your videos and have been watching them since before I took the SIFT. Now that I’ve been through flight school I’m trying to dial in some of these more advanced concepts and I’m really struggling with how to find Vx. I cannot for the life of me figure out where to get the number to start with at the bottom. Max cruise TQ DE on my PPC is 125% so my bucket speed TQ is 62.5%. Where do I start for Vx? 125% puts me WAAAAY to the right of GW. I tried putting it at the GW/TQ intersect at the bottom (like it appears to do in the video) but that put my Vx below my bucket speed.
Plz make one on flapping
Thanks for the clear explanation.
A thought concerning Max Range Speed. I don't know the exact calculation, but I believe Max Range has to take wind into account. Here's an extreme case example to understand: say your Vbr is 80kts, if you have a head wind of also 80kts, you will have a better range by flying faster. Your Vbr should increase in headwinds, as less time spend in headwind will get you further, and reduce in tailwind.
What's your thought on that?
Winds always vary and so it’s hard to plan a ground speed based off of winds. Max range airspeed has to do with drag, fuel flow, and distance covered. In all cases (headwind, tailwind, or crosswind), max range will be the most efficient speed for covering distance although the actual ground speed could vary.
Spool up
Good day sir Jacob, If you are thinking of a next topic to make a video with. I respectfully request that kindly take into consideration the topic of Dead man's Curve thanks
Shaheed Gadjali. I'm not familiar with that terms as it applies to helicopters. Are you referring to the "leans" as one of the forms of spatial disorientation?
@@helicopterlessonsin10minut10 Sir jacob, here is a link sir. www.copters.com/pilot/hvcurve.html
it refers to height velocity diagram. thanks
@@FallOutSha I got it now. I know what you're talking about but had never heard it referred to as a "Dead man's Curve." I'll add that to the list of videos to make! Thanks for the feedback.
@@helicopterlessonsin10minut10 thank you, Godspeed sir
Couid you do the drag /power v airspeed graph as no one had really done it well for rotary wing explaining relationship of excess power and best rate of climb and best angle of climb , please ?
Mawson Casey. I can add a video covering “Bucket Speed” as it relates to greatest excess power available. But this video already covers best rate of climb and best climb angle.
Helicopter Lessons In 10 Minutes or Less that would be great to add another video in bucket speed .
I have a question in relation to air-frame choice. Why did you choose the 64 over the 60 or the 47? I have been thinking of trying to go 64 but I have heard that they might not fly as much as the other air-frames due to lack of mission diversity. If you could give some insight on what made you choose the 64 that would be great. Thanks
Kagan Smith. Personally it's because I wanted the offensive mission. I wanted to be the aggressor on the prowl with the power to shape situations. I grew up hunting deer and wanted to apply the same primitive instincts of scouting, tracking, and pursuing to the air. Carrying around passengers and cargo just didn't appeal. Not to mention the personality types are drastically different in the "lift" community compared to the attack/recon community. Lift pilots plan routes in painful detail and rigidly execute missions while Attack pilots flexibly adapt based on key terrain, enemy, patterns of movement, etc. in order to execute an attack. Each unit differs when it comes to flight time but I've never had trouble getting hours. Most importantly, if your heart doesn't push you towards the Attack community, you're better off staying out of it. We don't want someone who doesn't think like this. Thanks for the question.
What's that intro music? 😍
what are these speeds in a R44
You're doing God's work. I thank you.
I don't understand this Vx thing. Isn't the best climb angle for tight spaces 90° up? Infinite height for 0m over the ground, basically altitude/distance, but distance = 0. Of course this assumes that you can hover with < 100% torque.
My flight instructor use to say if you go pass Vne you’re now a test pilot
Lol! That or you didn’t know what VNE was and you wandered into it.
hi Jabob. I have a rather irrelevant question. I read from the Wagtendonk book that lowering the collective also lowers the horsepower available, and vice versa. What is the reason behind this principle? Thanks!
Leo Wu. I've never heard that. Lowering the collective would reduce the horsepower used, but not available horsepower.
Vbr = speed/FF
Isn't the best climb angle by definition always just straight up? And why is it called Vx when it's referring to an angle and not an airspeed?
David Iliescu. Great question! Vx is used when going straight up isn't an option due to power limitations. Vx refers to the speed at a max power setting that gives optimum obstacle clearance. For instance: Vx could be 40 knots with 100% power applied. Those 2 conditions create the best climb angle for that aircraft. I hope that helps.
I could've had a Vh!
How many flight hour do you have ?
Just enough to make a UA-cam channel lol.
Curves líne mean TOTAL DRAG or Gross weight?
It’s actually based on total drag gross weight. Both require higher power settings to fly.
Here’s a question I was asked and still can’t find an answer to.
Could max endurance get you the same distance as max range just at a slower pace?
Good question. The answer is no. Max endurance is like coasting in your car with very little gas applied. It may be able to run all day like that. But it’s no efficient for distance. But max range is the exact fuel burn to mileage ratio that gets you the furthest distance overall. You may be able to fly a long time at max endurance. But you won’t cover as much distance.
Helicopter Lessons In 10 Minutes or Less awesome thanks! Now I’ve got an answer for my IP
Nope. When you transition from mav ebdurance to max range the percentage increase in consumption is higher than the percentage in increase in distance and vice versa. So you will go further but run out of fuel in less time. So instead of covering 70 miles in an hour, you will cover 100 miles in 55 minutes. For example.
I get "car chafe" sometimes. Usually on my butt.
Love the vid, but don't you get paid more if you go over 10 min? Just add a couple of seconds to the end.
👃