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Everything posted by octagon

  1. Somehow the Bee Gees fit the Robbie perfectly, awesome video.
  2. Sorry, butters, didn't mean to sound like it was a complaint or anything. Your explanation makes sense. I just have never seen an industry with this dynamic before, it's really strange to me.
  3. I don't understand the economics of this. An R-44 is worth around three quarters of a million dollars these days, how does it make economic sense to put the machine in the hands of a pilot who will accept $10/hour in wages? I guess there are highly skilled, experienced pilots who are retired and just want to fly?
  4. Sorry for two separate posts, but I think there is a size limit for attachments.
  5. Also, since LTE happens in high power, low airspeed environments it seems like it makes entering autorotation kind of a moot point, unless you are operating outside the shaded area of the height-velocity diagram. This seems extremely unlikely unless you're in a 500' hover or something.
  6. I hate to ruin a great thread with a stupid question, so apologies in advance. But I am puzzled by the effects of LTE. I read AC-90-95 and it makes perfect sense to me, intuitively. In that AC they make a special note that it's normal to operate in conditions that are conducive to LTE, and that the danger lies in not being prepared for it and allowing an uncommanded right yaw rate to develop into a loss of control situation. But the procedure they recommend also states that you may need to enter autorotation to stop the yaw. What I don't really grasp is how LTE can develop into a situation t
  7. Do all users require moderator approval to post in this forum? Is there anything I can do to apply for permission to post here without the delay of moderator approval? Not a big deal, I don't mind it, just curious.
  8. My understanding of the effect of dissymmetry of lift was that an imbalance between the advancing and retreating blades, for example as airspeed is increased, results in fore-and-aft tilting of the rotor disc (flap back), which is corrected by forward cyclic. The pilot increases pitch of the retreating blade relative to the advancing blade by applying forward cyclic, not right cyclic -- is that not correct? My understanding of the need for left cyclic when transitioning through ETL is due to an imbalance in lift production between the forward and aft halves of the rotor disc (inflow roll/tra
  9. Figure 2-33 is very interesting, so I found a copy of FM 1-51 from 1974 and bought it online. Excellent purchase but unfortunately there is no in-depth explanation of that diagram in the FM. I'm wondering about the lateral displacement of the cyclic in the diagram. In a hover some left cyclic is needed to correct for the translating tendency caused by the tail rotor thrust, and at low forward airspeed left cyclic must also overcome the rolling tendency caused by the transverse flow effect, so that part seems straightforward. At higher speeds it seems reasonable that transverse flow effect is
  10. Yeah, I realized just after posting that how silly an "overslung" hub would be. Like if you inverted the normal underslung hub so the tettering hinge was below the plane of the rotor disc. You'd basically have a flexible shaft then, and the "correction" applied when the blades flap would be in the wrong direction. The shaft would want to whip and the rotor would tend to whirl about the shaft axis pretty vigorously. I don't think you'd be able to fly a helicopter with a hub like that.
  11. https://patents.google.com/patent/US4580945A/en I am curious about the tradeoffs involved there. Not much info on "overslung" rotor systems.
  12. I really enjoy Mr. Schramm's explanation: The whole series of Helicycle engineering videos is pretty great.
  13. http://helicopterforum.verticalreference.com/topic/7512-r22-fuel-stick/
  14. Wouldn't you expect to see some additional unusable fuel in the tank?
  15. iChris Thanks for that info, I'm definitely going to try this!
  16. Sorry, didn't see your question. Their website is https://www.totalflight.com/. They are in the process of getting approved for part 141, not sure the status of this as my current plan is to do part 61. I'm planning to use the GI Bill to pay for the commercial to CFII training. So far I have been really enjoying it. I have no complaints. The helicopters seem to be well maintained and they have a mechanic with a ton of experience in charge of maintenance. I have had a good experience so far, although of course I don't have much to compare against. I guess one slightly annoying thing about T
  17. Hope I didn't give anyone the impression that my instructor was not training me in the normal way. The Helicopter Flying Handbook, the Practical Test Standards, and the R-22 POH all describe the correct way to perform the maneuver. We use those resources, of course, and naturally, that's how I do it when I fly. The question just came up in my mind and after thinking about it for a while and researching it I couldn't come up with a convincing answer, which meant there was something I wasn't understanding about the procedure. It seems kind of like a dumb question now, I guess. I really appre
  18. This site comes up consistently with good info when I google for info about helicopters. I was happy to find that it's still populated and the search engine links still point to the right places. Here's a picture of a helicopter I took with my phone at the local airport recently, for no reason other than that helicopters are awesome.
  19. I've been studying how professionals make approaches to drill ships and platforms, super interesting. How do pilots learn these kinds of specialized skills usually?
  20. I see the light, makes perfect sense. - Generally you're landing on a spot, probably not a runway, so there isn't space to flare. - Engine failure on final is a very low order of risk compared to me botching the flare and recovery. - Engines are more likely to fail when large changes in power are required, and that's exactly what the flare demands. - Shifting wind or miscalculation could mean that more power is required than is available to arrest the descent and terminate in a hover safely. - Less opportunity to perform the low recon to feel out conditions on the approach. - Passengers hate
  21. At 1:17 you can see what appears to be an engine cowl door flapping up, the pilot's door is not closed, and the pilot appears to be moving around in there just before things get crazy. Also, doesn't that type of helicopter usually have a doghouse up on top of the fuselage? Maybe it was being run up during maintenance?
  22. Thanks for the thoughtful responses, it'll take me some time to ruminate and absorb. I'm trying to develop my intuition for balancing different risks.
  23. All the instruction for normal landings that I've seen says to fly straight in to the landing spot with a certain glide slope, bleeding off airspeed smoothly, to arrive at a hover above the spot with zero forward speed. I'll be at about 45-50kt when turning final. Why not fly the entire approach at 65 knots and flare at the end? Specifically I'm thinking that at 65kt one could enter auto-rotation and land safely if the engine should quit?
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