currently in the process of getting my commercial license and learning about this. Cool to see the similarities and how its done in a real world scenario. Right now it takes me about 3-4 orbits before making sure a spot is good haha
Super interesting video thanks ^^ I can't fly ever because of ADHD - and to be fair it's a good thing for everyone's safety that I can't, so I'm not complaining. But in spite of that your videos are very relaxing, give a bit of a "what if" feeling, and it's nice to see the procedures from so many angles, understand all the thinking behind each step, all in a very coherent and understandable manner. So thanks :)
I'm binge watching the whole channel, and wondered what the beginning was for you ! Happy to see you flew too the MELB on Tanoa like you stole it low level, with a trackir I guess :P I had my share on CAS/observation/slingload/taxi multiplayer milsim missions as the "air asset", on a 40 guys team... Your videos made me realise how much the real deal is the same than I did on Arma 3. Thanks for bringing me up with you on Pegasus helos. With the sound getting out of an ampli. A 150w subwoofer, and the POV angle/lens couple you show ; I feel my body/desk shaking at the same frequency you see the image doing so... Everytime you fly, with a cam or not, be sure I'm with you. I can't get the medical (muscular disability) ; but I know what it is to preflight, refuel, setup the sling, storing a redbull can, wait for the ground crew on low idle, circling an area to find where the hell the client is waiting on, playing with a rotor brake, and chat with the flight assistant during ferry flight. Have safe flights, greatings from Bordeaux France !!! Thanks
This is very helpful to me. I find the single wire across a parking lot is the hardest to spot. I also assume there is something there I don't see that is trying to kill me.
Great Video again a I watched most of your videos and it is the first time i see a major difference between what you teach and what i teach . If you care i would like to get in touch to talk about the differences in our respective operations. Keep it going i love your content !! fly safe my friend !
Nicely done, I like the odd external cam stuff you mix in with the great head mounted perspective, In particular the underneath nose cam looking back you had at the start I think would be good on approach and touchdown. Overall great content keep it up. Q: I've noticed some operators have moved over to the H130 platform from the H125 for main workhorse do you think there are more pro's than negs to justify the cost difference?
Thanks:) Im was not aware of that. It is not the case in Norway anyways... It is not really suited for external load operations. For pax flights its better with more room and fenesteon. So there the cost might be worth it.
I dont even fly helicopters - im pretty far off as a matter of fact haha the structured process however is very relatable and can be applied almost in any field in my opinion - awesome videos! Question, how do you do an auto rotation in case of engine failure in terrain like that? do you just yeet the helicopter somewhere? Even when flying low over terrain such as a forest which I see military helicopters do, if they have an engine failure how can they land anywhere remotely safe?
Thank you:) This job is risky and you are often times operating in areas and conditions that will not allow for a safe landing. The truth is you can't fly helicopters and be safe all the time. Terrain like this I would enter auto rotation, flare and brake the speed as much as possible before hitting the trees. It's just part of the job, and the likelihood of it happening is like a 1.000.000 : 1
@@virusblaster12 It's also worth noting that many military rotorcraft have multiple engines so single engine failure doesn't inherently mean an auto rotation must take place.
I have a question, don't you have to follow the Height-Velocity Diagram? As a single-engine helicopter, shouldn't you be doing a flare in case of an engine failure?
We follow the height velocity as much as possible. But in the case of landing in areas where there are obstacles in the way, and where the last bit is vertical, it is better to slow down and be inside the height velocity diagram, than to come in too fast and staying outside the h&v, and not notice a wire for example
I'm watching the video very well. I have a question. I'm preparing to be a military helicopter pilot, and I always enjoy helicopter simulators as a hobby, but when I land or take off...difficult always..Do you have any tips on operate the pedals?
Hi! So what happens if you land and stop the rotor and you exceed one ( or more ) of the slope limitation angles? Does it hit the tail on startup? Is the swashplate mechanism affected? Thx!
For forward slope the tail hitting the ground is the main problem. Landing on a forward slope on a ledge (that would be pretty rare) where the tail is free underneath you can run out rearward cyclic and also the main rotor will be getting uncomfortably close to tail and even more so if correcting for tail wind and a high weight. If you are landing nose up i think you can exceed 10 degrees (H125) without too much problem if the surface is OK (of course you shouldn't do it though) but 10 degrees is a lot and if the ground is hard ex stone with gravel on top the vibrations might cause it to slide. Sideways slope you can sometimes run out of cyclic authority sideways. With higher weights and wind from the opposite side of the slope (say slope is going from left high to right low and wind from the left) you need to put quite a lot of cyclic in to the direction of the slope to keep it from slipping down slope as you reduce the friction with the collective on take off, and you might run in to problems with the blades hitting the droop stop. Although it very rare. The main problem is definetly forward slopes. Slopes will not effect startups much since the rotor system is pretty stiff and gets up to idle pretty quickly
@@UpsideDownWash ya just saw it but have to disagree with you and I fly arguably an even more power surplus aircraft but to say that you would take a strong tailwind instead of flying into the sun is not good advice in my opinion. If you always plan on being power surplus the day that you are not is going to catch you off guard.
@@craig3665 interesting. I'm not saying I'm right, as I stated in the intro BTW. This is just how I have found the best way to do things. What helicopter do you fly? And if you have more power available why would you choose to have even MORE power over the ability to see properly?
@@UpsideDownWash I fly Black Hawks, I will admit we usually have more eyes than you so I get not wanting to fly into the sun but my LZ recon sequence is as follows I will determine the size, slope, surface, long-axis, and obstacles. I then determine my power requirements, Determine wind Determine my route in usually basing it off winds and my route out and an escape route I then do a low recon verifying my winds, verifying escape route, and verifying touchdown point suitability. On my final approach I make sure that I am set up for landing before reaching my escape point and continue for the landing. The reason we still are concerned about power even when we have plenty of power is because 1. We are not always power surplus and 2. What if we lose an engine.
@@craig3665 ok. I don't know much about black hawks except that they are much bigger and heavier. I will dare say that the reaction time after power application in an H125 is way quicker though. Unless there are severe down drafts in the LZ the wind does not really matter if you manage your apch speed and vertical speed. Side and tail winds will make it a little harder but I have never run out of power because of it (sling loading not included of course). Flame out is of very little concern. With black hawks (and military aviation) I assume taking fire and loosing an engine that way is more reasonable. The amount of wire strikes vs flame outs makes me think it is better to focus on the factor that it is possible to do something about. Except for the importance you place on wind I agree with your procedure. It was a big part of (and also important) flying during flight school but I find the emphasis put on it was not really realistic. Its better if you can have it, but I find the reason people disagree with me on this is because its what they've been taught and not what they've observed. Obviously this is very aircraft type specific
currently in the process of getting my commercial license and learning about this. Cool to see the similarities and how its done in a real world scenario. Right now it takes me about 3-4 orbits before making sure a spot is good haha
" A pretty long one" Nah, could have been much longer. Very interesting topic. Cheers.
Amazing video. One of the best videos on the topic i have seen so far.
Thank you :)
Great video, AGAIN, I learn so much things everytime ! Thanks and keep up the good work !
Thanks man:)
Super interesting video thanks ^^ I can't fly ever because of ADHD - and to be fair it's a good thing for everyone's safety that I can't, so I'm not complaining. But in spite of that your videos are very relaxing, give a bit of a "what if" feeling, and it's nice to see the procedures from so many angles, understand all the thinking behind each step, all in a very coherent and understandable manner. So thanks :)
Thank you :)
Brilliant work!
I'm binge watching the whole channel, and wondered what the beginning was for you ! Happy to see you flew too the MELB on Tanoa like you stole it low level, with a trackir I guess :P I had my share on CAS/observation/slingload/taxi multiplayer milsim missions as the "air asset", on a 40 guys team... Your videos made me realise how much the real deal is the same than I did on Arma 3.
Thanks for bringing me up with you on Pegasus helos. With the sound getting out of an ampli. A 150w subwoofer, and the POV angle/lens couple you show ; I feel my body/desk shaking at the same frequency you see the image doing so... Everytime you fly, with a cam or not, be sure I'm with you.
I can't get the medical (muscular disability) ; but I know what it is to preflight, refuel, setup the sling, storing a redbull can, wait for the ground crew on low idle, circling an area to find where the hell the client is waiting on, playing with a rotor brake, and chat with the flight assistant during ferry flight.
Have safe flights, greatings from Bordeaux France !!! Thanks
This is very helpful to me. I find the single wire across a parking lot is the hardest to spot. I also assume there is something there I don't see that is trying to kill me.
Great Video again a I watched most of your videos and it is the first time i see a major difference between what you teach and what i teach . If you care i would like to get in touch to talk about the differences in our respective operations. Keep it going i love your content !! fly safe my friend !
yeah absolutely:) always open for new inputs:)
Nicely done, I like the odd external cam stuff you mix in with the great head mounted perspective, In particular the underneath nose cam looking back you had at the start I think would be good on approach and touchdown. Overall great content keep it up.
Q: I've noticed some operators have moved over to the H130 platform from the H125 for main workhorse do you think there are more pro's than negs to justify the cost difference?
Thanks:) Im was not aware of that. It is not the case in Norway anyways... It is not really suited for external load operations. For pax flights its better with more room and fenesteon. So there the cost might be worth it.
Nice video, all that's needed now is no lockdown restrictions so i can try to remember how to fly again !
Great Video as always! And your is the best job in the world!
This is an incredible channel dude, thank you!
Thanks man❤️😊
excellent job...
great video
Really great video, thanks!
Thanks:)
Great video, thanks so much for all the info!!
Thank you :)
Great video, buddy!
So much appreciated it...😉
Thanks :)
I dont even fly helicopters - im pretty far off as a matter of fact haha
the structured process however is very relatable and can be applied almost in any field in my opinion - awesome videos! Question, how do you do an auto rotation in case of engine failure in terrain like that? do you just yeet the helicopter somewhere? Even when flying low over terrain such as a forest which I see military helicopters do, if they have an engine failure how can they land anywhere remotely safe?
Thank you:) This job is risky and you are often times operating in areas and conditions that will not allow for a safe landing.
The truth is you can't fly helicopters and be safe all the time. Terrain like this I would enter auto rotation, flare and brake the speed as much as possible before hitting the trees. It's just part of the job, and the likelihood of it happening is like a 1.000.000 : 1
@@UpsideDownWash I get the point, makes sense - thanks for the reply and be safe
@@virusblaster12 It's also worth noting that many military rotorcraft have multiple engines so single engine failure doesn't inherently mean an auto rotation must take place.
Thanks for sharing :-)
Awsome video, very informative. Have you done your instructors when you started?
Yeah:) was my first job hehe
Well you are a good instructor
Thanks:)
I have a question, don't you have to follow the Height-Velocity Diagram? As a single-engine helicopter, shouldn't you be doing a flare in case of an engine failure?
We follow the height velocity as much as possible. But in the case of landing in areas where there are obstacles in the way, and where the last bit is vertical, it is better to slow down and be inside the height velocity diagram, than to come in too fast and staying outside the h&v, and not notice a wire for example
@@UpsideDownWash Copy that, thanks!
I'm watching the video very well. I have a question. I'm preparing to be a military helicopter pilot, and I always enjoy helicopter simulators as a hobby, but when I land or take off...difficult always..Do you have any tips on operate the pedals?
Overall it is a very good video!😊
But, basic writing techniques dictates that you define all terms!(like, AGL, and LZ).
Hi! So what happens if you land and stop the rotor and you exceed one ( or more ) of the slope limitation angles? Does it hit the tail on startup? Is the swashplate mechanism affected? Thx!
For forward slope the tail hitting the ground is the main problem. Landing on a forward slope on a ledge (that would be pretty rare) where the tail is free underneath you can run out rearward cyclic and also the main rotor will be getting uncomfortably close to tail and even more so if correcting for tail wind and a high weight.
If you are landing nose up i think you can exceed 10 degrees (H125) without too much problem if the surface is OK (of course you shouldn't do it though) but 10 degrees is a lot and if the ground is hard ex stone with gravel on top the vibrations might cause it to slide.
Sideways slope you can sometimes run out of cyclic authority sideways.
With higher weights and wind from the opposite side of the slope (say slope is going from left high to right low and wind from the left) you need to put quite a lot of cyclic in to the direction of the slope to keep it from slipping down slope as you reduce the friction with the collective on take off, and you might run in to problems with the blades hitting the droop stop. Although it very rare.
The main problem is definetly forward slopes. Slopes will not effect startups much since the rotor system is pretty stiff and gets up to idle pretty quickly
I may have missed it but did you not talk about winds at all?
I did
@@UpsideDownWash ya just saw it but have to disagree with you and I fly arguably an even more power surplus aircraft but to say that you would take a strong tailwind instead of flying into the sun is not good advice in my opinion. If you always plan on being power surplus the day that you are not is going to catch you off guard.
@@craig3665 interesting. I'm not saying I'm right, as I stated in the intro BTW. This is just how I have found the best way to do things. What helicopter do you fly? And if you have more power available why would you choose to have even MORE power over the ability to see properly?
@@UpsideDownWash I fly Black Hawks, I will admit we usually have more eyes than you so I get not wanting to fly into the sun but my LZ recon sequence is as follows
I will determine the size, slope, surface, long-axis, and obstacles.
I then determine my power requirements,
Determine wind
Determine my route in usually basing it off winds and my route out and an escape route
I then do a low recon verifying my winds, verifying escape route, and verifying touchdown point suitability.
On my final approach I make sure that I am set up for landing before reaching my escape point and continue for the landing.
The reason we still are concerned about power even when we have plenty of power is because
1. We are not always power surplus and
2. What if we lose an engine.
@@craig3665 ok. I don't know much about black hawks except that they are much bigger and heavier. I will dare say that the reaction time after power application in an H125 is way quicker though. Unless there are severe down drafts in the LZ the wind does not really matter if you manage your apch speed and vertical speed. Side and tail winds will make it a little harder but I have never run out of power because of it (sling loading not included of course). Flame out is of very little concern. With black hawks (and military aviation) I assume taking fire and loosing an engine that way is more reasonable. The amount of wire strikes vs flame outs makes me think it is better to focus on the factor that it is possible to do something about. Except for the importance you place on wind I agree with your procedure. It was a big part of (and also important) flying during flight school but I find the emphasis put on it was not really realistic. Its better if you can have it, but I find the reason people disagree with me on this is because its what they've been taught and not what they've observed. Obviously this is very aircraft type specific
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Show.
Spell check your narrative before you post it
Nope