It would be useful to a student pilot such as me who is tackling Exercise 28 to see the calculations and checks that led you to perform a towering take off, or was that a vertical ascent ?
Great question James! So in this case, from the pre flight planning, realising that a vertical climb is required, you can go into the flight manual- section 5 on performance - in an r44 raven 2 , you look at section 5-5, OGE performance - which is what a vertical climb is. For the given weight, temperature and pressure conditions, you can see if you have the required performance . Then, in flight , before you commit to landing, you do a power check, in the 44, this is at 55 kts, and compare power used straight and level the max power permitted for the day. If you have a power margin of 6-7 inches MAP you can hold a OGE hover, and greater than 7 inches , you have sufficient for a vertical climb. You can also do a power check in the hover , usually you need about 10% more power to climb OGE than IGE, which translates to about 1.5-2 inches MAP
@@ABHelicopters Many thanks for your detailed response. I had a training flight today where I did a total of 10 take offs and landings including a running take off, a cushion creep take off, a towering take off, a running landing, a zero zero landing and a vertical descent, all the time paying regard to the parameters which you refer to in the R44 II POH. I also learnt not to be too hasty raising the collective to MCP when doing the down wind power check as this led to an unwanted increase in height. My instructor, incidentally, advises doing the power check at 53 knots. Even though the outside air temperature (OAT) was 30C, the aircraft had bags of power so these exercises were largely academic. However, as my instructor pointed out, had the aircraft at that OAT been fully loaded with 3 pax plus full fuel, the available power margin would have been substantially reduced so the exercise was very useful.
Glad to hear you had a good lesson, I used to love practicing the zero zero landing - it really improves your handling skill as you judge the power requirements and trade them off against the speed to touch down. The power check is usually flown at Vy- the minimum power speed , so check the flight manual for the correct value.
The 44 has plenty of power in the U.K., but still can catch pilots out, as you said, if you are heavy and suddenly demand power, perhaps if operating downwind or into a tight spot ! Keep up the good work and best of luck for the rest of your training. Feel free to ask any other questions on these videos and I’ll try and get back to you asap
@@ABHelicopters Well your game rig graphics look really real. Judging by your post. But why fly a sim of a pathetic weenie rotor like Robinson R..., well any Robinson. Its sim, just go straight to turbines. 406 for starters. Fun real world fact. 406 struck a wire. The wire cutters slice dthrough. Pilot landed ASAP. He had some explaining to do as to why he was below 500 AGL in violation of local FAR. Took a hot on his cert, his insurance bumped up, and had negative impact on his career. Sucks for him. He flew rich skiers to and from Aspen. Was a good gig. Robinson R44 struck a wire. Boom separated, cabin sliced through and crushed, main hub separated, two dead.
@@ABHelicopters 406 is a 'civilianized' OH-58 Kiowa. Demilitiarized. Engines deratred and IR suppressos removed. Common for engines to swapped, and only airframe is sold. 407 is civilian build from factory.
It would be useful to a student pilot such as me who is tackling Exercise 28 to see the calculations and checks that led you to perform a towering take off, or was that a vertical ascent ?
Great question James! So in this case, from the pre flight planning, realising that a vertical climb is required, you can go into the flight manual- section 5 on performance - in an r44 raven 2 , you look at section 5-5, OGE performance - which is what a vertical climb is. For the given weight, temperature and pressure conditions, you can see if you have the required performance . Then, in flight , before you commit to landing, you do a power check, in the 44, this is at 55 kts, and compare power used straight and level the max power permitted for the day. If you have a power margin of 6-7 inches MAP you can hold a OGE hover, and greater than 7 inches , you have sufficient for a vertical climb. You can also do a power check in the hover , usually you need about 10% more power to climb OGE than IGE, which translates to about 1.5-2 inches MAP
@@ABHelicopters Many thanks for your detailed response. I had a training flight today where I did a total of 10 take offs and landings including a running take off, a cushion creep take off, a towering take off, a running landing, a zero zero landing and a vertical descent, all the time paying regard to the parameters which you refer to in the R44 II POH. I also learnt not to be too hasty raising the collective to MCP when doing the down wind power check as this led to an unwanted increase in height. My instructor, incidentally, advises doing the power check at 53 knots. Even though the outside air temperature (OAT) was 30C, the aircraft had bags of power so these exercises were largely academic. However, as my instructor pointed out, had the aircraft at that OAT been fully loaded with 3 pax plus full fuel, the available power margin would have been substantially reduced so the exercise was very useful.
Glad to hear you had a good lesson, I used to love practicing the zero zero landing - it really improves your handling skill as you judge the power requirements and trade them off against the speed to touch down. The power check is usually flown at Vy- the minimum power speed , so check the flight manual for the correct value.
The 44 has plenty of power in the U.K., but still can catch pilots out, as you said, if you are heavy and suddenly demand power, perhaps if operating downwind or into a tight spot !
Keep up the good work and best of luck for the rest of your training. Feel free to ask any other questions on these videos and I’ll try and get back to you asap
Well within power limits even in the lift - bet you weren’t 4-up! Thanks for posting AB, always useful stuff.
Glad you enjoyed it! Yep- the departure was 2 up!
Always glad to see new videos. Keep up the good work.
Hey there - thank you for your support as always- sorry it’s not a 500 this time!!!
HS! DCS Edge Engine kicks RTX!
I haven’t tried dcs with rtx !
@@ABHelicopters Well your game rig graphics look really real. Judging by your post. But why fly a sim of a pathetic weenie rotor like Robinson R..., well any Robinson. Its sim, just go straight to turbines. 406 for starters.
Fun real world fact.
406 struck a wire. The wire cutters slice dthrough. Pilot landed ASAP. He had some explaining to do as to why he was below 500 AGL in violation of local FAR. Took a hot on his cert, his insurance bumped up, and had negative impact on his career. Sucks for him. He flew rich skiers to and from Aspen. Was a good gig.
Robinson R44 struck a wire. Boom separated, cabin sliced through and crushed, main hub separated, two dead.
I am afraid I don’t know the 406… I have heard of the bell407 however?
@@ABHelicopters Touche, but its only a single digit. Has a single digit error ever ended anyone in aviation?
@@ABHelicopters 406 is a 'civilianized' OH-58 Kiowa. Demilitiarized. Engines deratred and IR suppressos removed. Common for engines to swapped, and only airframe is sold. 407 is civilian build from factory.