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Narwhal last won the day on September 4 2019

Narwhal had the most liked content!

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About Narwhal

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  1. Sad to hear that, Butters. I too walked into heli training with dreams of rental possibilities, only to realize it was a delusion after careful examination of rules, policies, and insurance. I'm now just doing helicoper flying to collect a rating with the realization that any sort of helicopter flying for personal enjoyment is pure fantasy unless I win the lottery, even with a decent major airline fixed-wing income. I've decided to just have a great time with the training then hang it up. Watching this video kind of drove home the point for me: https://www.youtube.com/watch?v=e3VFReZ0jEM Even fixed wing rentals are getting harder to do, requiring quarterly recurrent checkrides with instructors for a simple C-172, etc. I only have to take 2 checkrides per year at work.....
  2. If i misjudge some part of the turns then i do occasionally start the flare in a turn. This would most commonly happen due to ATC since we operate at towered fields and sometimes cannot begin the maneuver at the perfect time; I guess a real engine faiulre would not happen at the perfect time either, though.
  3. Hi, 30 hour casual helicopter student here. Training in the R44 Raven 1. Working full time so I fly maybe about 10 hours per month. I am at 180 degree auto rotations but am having problems with the last 20% of the maneuver, which is the flare part. My airspeed and RPM control throughout is usually pretty good +/- 2%, +/- 5 knots, (101% & 70 KIAS) but when it comes time to flare I am either doing too much too soon, or not pitching up enough soon enough in the last part of the full flare which makes my instructors really nervous. I can almost never seem to get that perfect flare timing to hit the spot at the perfect altitude. My instructors mostly say to start a "baby flare" at about 40 feet, which is just 1 or 2 degrees of pitch up. I'm supposed to hold that for a few seconds and then go into a "full flare" so that I stop right at the spot. Throttle is supposed to be rolled on right at the beginning of the full flare for the power recovery. I estimate that this happens at about 60 knots and 20 feet, Ideally I end in a low hover right over the spot. My straight in autos are pretty solid, for some reason the flare isn't as much of an issue there. I don't know if there is a requirement to do so but I have been entering the 180 autos at 1000 ft AGL abeam the landing spot on downwind, usually aiming to hit the runway numbers. This usually results in me rolling out with skids pointed toward the spot at about 2-300 feet. I've done a few away from airports using different colors of grass as a spot and it seemed to help a little bit, but not enough to fix everything. I just feel like my instructors are always either coming on the controls and telling me to flare more or telling me not to do so much so soon. Overall the first part of the flare is too big and the last part is not big enough. Any tips are appreciated. I am also a fixed wing ATP so my CFI's say I am too focused on being lined up with the runway when we do these at an airport, which doesn't matter.
  4. Thanks for the replies. One CFI said 55 knots because that was point of least power required for the R44 (best rate of climb, minimum rate of descent, etc). I don't know why you would use that speed but I will ask. Maybe it is analogous to an IGE hover power setting? It makes more sense to me to do an OGE hover as well. I really haven't gotten to do any off-airport landings yet but am just preparing in advance. The last half dozen lessons have mostly been straight in, 180, and hover auto-rotations. Interesting info about the AS350!
  5. Hi, I'm a pre-solo student working on an add-on commercial rating to my fixed wing ATP. I have about 25 hours, all in the R44. My question is about "power checks", spurred by other recent discussion topics on this forum. The R44 performance charts are pretty meager, and just include IGE and OGE hover charts, but don't include the expected manifold pressure settings (charts are a function of altitude, temperature, and weight). My hypothetical oral question would be something as follows: You takeoff from sea level at 15 degrees in an R44 loaded to 2300 lb. Your destination is a confined area mountain top helipad surround by 50 foot trees at 4000 ft elevation and 10 degrees. It will take 30 minutes to arrive (landing weight 2250 lbs). How do you know you can land on the moutain then takeoff again safely at the destination? My answer, I suppose would be a combination of: 1) Consulting the Robinson POH OGE hover chart and making sure I could hover OGE at 4000 MSL 10 degrees at a weight of 2250 (chart says I could, with only a 25 pound margin). 2) High surveillance power check at 55 knots and 500 ft MSL. If I have 5" of mainfold pressure remaining to max takeoff power during high surveillance, power check is OK. My other question is, once I had landed on the mountain, is there a rule of thumb for a power check during an IGE hover prior to subsequent max p. takeoff? I.e. If I'm hovering IGE on the mountain and have 3"(?) remaining to max takofff power, should I be able to successfully perform a maximum performance takeoff? I just made up the 3" because at a given weght, there seems to be about a 3000 foot difference between maximum IGE and OGE altitudes, and you lose roughly 1" of manifold pressure per thousand feet MSL in a normally aspirated engine. Thanks for any help or guidance. I did ask my instructor and they just replied with the high surveillance 500 AGL 55 knot 5" margin power check and didn't elaborate.
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