How to land a helicopter
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- Опубліковано 8 лип 2024
- How to land a helicopter ? Join us for a video looking at the different types of approach profiles. We look at single engine and multi engine helicopters , including the R22,R44,R66, MD500, EC135 and EC145.
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0:00 Intro
0:22 Contents
1:00 Types of approach
2:07 Single engine normal clear area approach
4:32 Autorotations
5:37 Double angle approach
7:09 Vertical Descent
10:00 Multi engine CAT A
10:31 CAT A Clear Area
12:00 CAT A VTOL
13:21 Specialist Operation
Please note- this is not intended as formal instruction or a substitute for flight training - always follow the procedures in the approved flight manual! - Навчання та стиль
Great video!
Thank you
Fantastic video , thanks for sharing
Thank you
Sensacional
Glad you liked it !
Absolutely superb flying as always 😃👍🇬🇧
Thank you
Thanks for another great video Andrew! I'm still a little confused about the h/v diagram not being applicable for landings... it is my understanding that the diagram relates to specific combinations of height and airspeed where you do not want to be in the case of an engine failure, which makes perfect sense but surely we still have to consider a possible engine failure whilst landing, or are we just all agreeing that it's a risk we need to take in specific circumstances? For example a power check might show that I have enough power available to perform a full vertical landing, however the h/v diagram would advise strongly against this, so do I perform the vertical landing or not? That is where my confusion ultimately lies! Thanks so much for the info and as it happens, I have my PPL skills test tomorrow in Doncaster after 5 cancellations over the past two months due to poor weather! I am very nervous! Haha!
However, wishing you a the best of luck for your test
Short answer- during the approach you are already in a forward airspeed descent with low blade pitch angle, whilst the top of the h v diagram assumes a hover with high power setting , plus a 1 second delayed reaction time before lowering the collective lever- so the h v diagram doesn’t apply . For the bottom of a vertical decent to a confined area - say with 35 ft trees around you - yes you are then very much in the h/v diagram shaded area, and it’s about minimising the time spent there - but you have to balance the risk, better to take your time and carefully descend slowly into a tight spot - with the very small chance of engine malfunction vs rushing it and potentially hitting a tree branch
The h v diagram doesn’t apply to a standard approach . To understand why, you need to consider how the h v diagram is constructed .
The following explanation comes from Richard Mornington Sanford, and relates to the Robinson R44
The low hover point - 10ft/Okts, no flare no time delay, normal pilot reaction time. Collective cannot be lowered and hard surface/soft surface. The knee of the curve - 150 ft / 50 kts. From the low hover' point to the knee of the curve' is conducted at 'take-off’ power with no delay.
The high hover point - 400 ft/ O kts, Stabilised OGE hover, vertical speed near zero, 1 sec delay prior to lowering collective and a reasonable dive angle, 10° 20° max nose down Attitude .
The high speed portion - Normal pilot reaction time. Power as required for level flight, no delay.
Why the diagram doesn’t apply - On approach: There is less power being demanded. There is less pitch angle, angle of attack. There will be a rate of descent, so an induced flow up through the disc, against departure where the induced flow is predominantly down through the disc.
Weight, wind speed, weight etc, etc might not be as required during the development of the HV diagram. In short, the diagram is developed under strict conditions involving hover height, take off power, cruise flight conditions and not during approach power or conditions.
@Tom Gulbranson Thanks so much for the kind words Tom! I did get to read them at the time but did not have time to reply until now and I am thrilled to tell you that I did indeed pass my test on the R22 yesterday!! I had a few hairy moments with a couple of maneuvers that I thought was going to fail me, but the examiner gave me a second go as I'd briefed him correctly on what I was going to do but for some reason (I put it down to the stress of doing so many different things in one flight and trying to remember everything) I did not execute it as I'd said I was going to. But overall I felt like I'd flown well and I was super pleased to hear "Congratulations, you've passed" at the end! :)
Fantastic news- well done!
Some good stuff, but the rate of speech reading the material really makes it a chore to understand. Takes longer to rewind and pause. Better to make the video longer and speak at a normal and more understandable rate of speech.
Thanks for the feedback - that’s helpful- I will slow down next time !