helicopter pilot questions

[TrailerparkTrash]

Tactit,,

That was a good video! Thanks for posting it! It sure did bring back memories and the video is true!!! Some highlights I chuckled at:

-FSS on speed dial!
-down right broke because it's an expensive profession!!!
-wires (aka: "helicopter spider webs")
-alcohol & FAR/AIM manual
-Height/velocity curve
-did I already mention being "broke?" hahahahaha.


That was cool and sooooo true!!!

[BigDogatPlay]

First helicopter I ever flew in, at about age 10, was a Hughes 300. Started a life long passion for the machines. Damned expensive hobby to pursue though.... it would be far better for me to have someone pay me to fly them, but was never that fortunate.

FWIW, Sonoma County SO uses a Bell 407, call sign Henry 1. For the majority of the work they have to do, which is SAR, it's been a solid and stable platform. It's used for patrol as well, but it's in the SAR role where the unit shines. Up until the divisional CHP birds based out of Napa recently started, Henry 1 was the only bird on the North Coast doing long line. I've worked on the ground with the Sonoma SO guys a few times and the crews are all nails. Since 1972 they've flown Bell 47 (lost in a crash), Hughes 500C (lost in a crash), Hughes 500D, Bell 206 and finally the 407.

[MaHoTex]

Referencing Tacit's post above (#19)

Do they fly Helos from the right seat??? If so, I was not aware of that...

[G-forceJunkie]

Typically thats the PIC. Backwards from fixedwings.

Referencing Tacit's post above (#19)

Do they fly Helos from the right seat??? If so, I was not aware of that...

[rdmmdr]

Helo flight pattern is normally reversed from fixed wing that is why the right seat.

[CessnaDriver]

Typically thats the PIC. Backwards from fixedwings.

Lot of stories why that is I've heard over the years.

[TrailerparkTrash]

Lot of stories why that is I've heard over the years.

Actually, it all depends on the helicopter and the way it's "set up" for the crew/mission. On the MD500's, the pilot sits in the left seat (like traditional airplanes). On the Eurocopter A-star helicopters, the pilot sits in the right seat. On the Eurocopter EC-130's, the pilot sits in the left seat. On Balckhawks for the Army, the pilot-in-command sits in either the left or right seat.

There really is no set "rule" to where what side the pilot-in-command sits, as all helicopter configurations are different. When I say configuration, I am pertaining to equipment used by the aircrew and where it's located within the cockpit.

In a nut shell, the PIC of a helicopter can be on either the right or left side.

[CessnaDriver]

I figure right would be easier to work the radios better with the left hand.
Can you let go of the cyclic? Do they have trim adjustments?

[MaHoTex]

I always wanted to add the Helo to my flying, but there are two issues... Primarily lack of funds and second I am terrified of them. If the engine stops you are an accordian. At least in my little plane I can land on something that resembles and airport (street, golf course, field.) With a helo your option is what, straight down? The glide ratio is what 3:1 or 4:1. That window gets real narrow very fast.

Of course, this is from someone who has never flown a helo. I had no clue the PIC is opposite of the fixed wing. Man, those chopper guys just have to do everything different.

[CessnaDriver]

As I understand it, given enough altitude, lose power and auto-rotation makes for a safe landing. I see it practiced often anyways.

[Tacit Blue]

I always wanted to add the Helo to my flying, but there are two issues... Primarily lack of funds and second I am terrified of them. If the engine stops you are an accordian. At least in my little plane I can land on something that resembles and airport (street, golf course, field.) With a helo your option is what, straight down? The glide ratio is what 3:1 or 4:1. That window gets real narrow very fast.

Of course, this is from someone who has never flown a helo. I had no clue the PIC is opposite of the fixed wing. Man, those chopper guys just have to do everything different.

Actually Helicopters have more options for emergency landings than fixed wing. The helicopters rotor blades are connected to a ' free wheeling transmission' so as long as you still have a decent amount of rotor rpm, you can do the same thing a leaf does falling from a tree. Basically you build up rotor rpm's by using neutral pitch on the blades, which increases the speed or rpm. And at the last minute pull the collective all the way up, which produces lift to soften your landing... However, this can only be done within a height velocity diagram curve, known as a the ' dead mans curve'..

[MaHoTex]

Actually Helicopters have more options for emergency landings than fixed wing. The helicopters rotor blades are connected to a ' free wheeling transmission' so as long as you still have a decent amount of rotor rpm, you can do the same thing a leaf does falling from a tree. Basically you build up rotor rpm's by using neutral pitch on the blades, which increases the speed or rpm. And at the last minute pull the collective all the way up, which produces lift to soften your landing... However, this can only be done within a height velocity diagram curve, known as a the ' dead mans curve'..

Dead mans curve? That is a comforting name for it... hahaha...

[TrailerparkTrash]

I figure right would be easier to work the radios better with the left hand.
Can you let go of the cyclic? Do they have trim adjustments?

Great question. No, there is no trim adjustment in a helicopter. Although, I'll admit I'm not too sure of the very large helicopters like a CH-53 etc... There is something called "friction" on both a collective and a cyclic. I keep the cyclic "friction" at very very light setting. THis allows me that in the rare event my hand slips off the cycle, the cyclic will remain motionless in it's currect possition. Otherwise if the cyclic "friction" is completely off, if my hand came off the cyclic, it would literally fall to one side and the helicopter would instantly roll over in flight in less than a half second!!!! (Read: VERY BAD!!!!) So, a little bit of "friction" on the cyclic is good. You must keep your right hand on the cyclic at all times.

For the collective in the left hand, some helicopters require your hand on there at all times. Many helicopters also have a manual throttle on the collective too. With A-stars (what I fly), there is no throttle control on the collective. In flight steady flight, it's perfectly safe to remove one's left hand from the cyclic if no power setting changes are required. Most helo's however, require your hand to be on the collective as well as the cyclic.

[TrailerparkTrash]

Dead mans curve? That is a comforting name for it... hahaha...

Many people don't realize that the "height velocity curve" pertains to a high power setting during TAKE OFF. Most height velocity curves show that the absolute minimum height below 500' AGL is 60 or 65 knots indicated air speed.

For A-stars, the height velocity curve only pertains to a "take off" configuration, but most pilots don't realize that because they are not trained that way. During take off/climb out, that requires a high power setting and increased angle of attack with the rotor blades.

If the helicopter is in a low power setting, (straight and level, slow speed) with a decreased angle of attack, the height velocity diagram doesn't actually pertain to the aircrafts situation below 500' AGL. The problem arises with most flight schools teaching that "when you're below 500' agl, make sure your speeds correspond within the HV diagram requirements." A false belief.

That being said, Ill give you the truth that obey an aircraft's height velocity diagrams recomendations of air speed + altitude are your safest bets to stay alive in the event of an engine failure.

Actually Helicopters have more options for emergency landings than fixed wing. The helicopters rotor blades are connected to a ' free wheeling transmission' so as long as you still have a decent amount of rotor rpm, you can do the same thing a leaf does falling from a tree. Basically you build up rotor rpm's by using neutral pitch on the blades, which increases the speed or rpm. And at the last minute pull the collective all the way up, which produces lift to soften your landing...

This part of Tactic's statement is 100% true!!!! I'm also a licensed fixed wing pilot. If there is an engine failure, give me a helicopter ANY DAY vs. and airplane! An airplane, you need a long runway to land in an emergency. For a helicopter, you only need a "postage stamp" to land on.

[Tacit Blue]

Many people don't realize that the "height velocity curve" pertains to a high power setting during TAKE OFF. Most height velocity curves show that the absolute minimum height below 500' AGL is 60 or 65 knots indicated air speed.

For A-stars, the height velocity curve only pertains to a "take off" configuration, but most pilots don't realize that because they are not trained that way. During take off/climb out, that requires a high power setting and increased angle of attack with the rotor blades.

If the helicopter is in a low power setting, (straight and level, slow speed) with a decreased angle of attack, the height velocity diagram doesn't actually pertain to the aircrafts situation below 500' AGL. The problem arises with most flight schools teaching that "when you're below 500' agl, make sure your speeds correspond within the HV diagram requirements." A false belief.

That being said, Ill give you the truth that obey an aircraft's height velocity diagrams recomendations of air speed + altitude are your safest bets to stay alive in the event of an engine failure.


This part of Tactic's statement is 100% true!!!! I'm also a licensed fixed wing pilot. If there is an engine failure, give me a helicopter ANY DAY vs. and airplane! An airplane, you need a long runway to land in an emergency. For a helicopter, you only need a "postage stamp" to land on.

Fixed wing pilots , and most joe blows have this incorrect preconceived idea. That when the engine quits, the helicopter is SOL and you start falling like a brick towards the earth...... Which isn't true as i've demonstrated earlier.

Like you said, fixed wings you have to cognizant of air speed,attitude constantly in a power failure... If you have a emergency airport destination in mind... Otherwise you'll have to put it down anywhere that resembles a runway, before you enter a stall.. And basically fall out of the sky...

I remember the first time i did a auto-rotation, the instructor played a joke on me. And he started panicking and saying " Our engine quit were going to do a full down auto" So here i am holding tight, as we start descending from 1,000' AGL. To a small confined area on a Mountain side, i kept looking outside and inside the cockpit at the VSI ( Vertical speed indicator) and it kept going counter clock wise!! Hear the low rotor rpm horn go off , as the blades slow down. Then we entered into into a decent. Last minute he pulls the collective way the up with aft cyclic.... Skids touch down and he has a giant smile on his face.

That feeeling scares the crap out of you, you feel your stomach go weightless and you hear the sound of air rushing all around! Then the ground keeps coming at you fast!