Disguise Delimit

The problem was that the front of the blade, as it rotated, was going down with the main rotor downwash, and was losing efficiency - the back blade was in clearer air, but the loss from the front blade was substantial. When Bell flipped the whole thing to the other side, the front blade now rotated up into the downwash, gaining a lot of extra relative airflow. A simple fix and very worthwhile, known as the flip-flop tail rotor.

No, they operate at constant pitch, so as the weight goes up, the RRPM must also rise. Heavy weight, loud screams. Not more efficient. A real helicopter is able to run at constant RRPM by increasing the pitch with increasing weight. What can these do that a small helicopter could not? The dream of pilotless is only a dream. The regulations have not changed to allow door-to-door passenger ops. despite the posts from 2017 saying "in 3-5 years it will happen." The range is still too small to have any passenger purpose. There appears to be no space for pax to put suitcases to get to

Adam, feathering of the main rotor is only going to happen if the cyclic is moved, (or collective raised) so I have covered that eventuality. (The tail rotor is able to feather itself via the Delta 3 hinge)

Actually it is to counter tail rotor drift. Flapping and feathering takes care of lift dissymmetry.

Dude, our air force apparently ran a different flight school from yours. (Though I left the service in 1982 after 15 years).The functions of the bleed valve and its effects if it didn't work were in the 3 months of ground school before the students got their backsides off the ground. But even in our civil school in 2009, teaching military students from a sandy country, we still taught the basics and the details. Whether they retained this knowledge after returning to the sand, is highly unlikely, but these days I don't care. For Mr Buzzkill, yes I have a pile of stories but not hug

Well please enlighten me. How would YOU do it? Do you consider that recognising a bleed valve, knowing what it does and how it operates, is showing a lack of understanding of what they are looking at?

" I read the checklist, went through the motions, but honestly had no idea what I was looking for." Whole E. Katz, Buzzy, if my student didn't know what piece of aircraft he was looking at by the second flight, he was on the ground until he could. We had detailed photo presentations and videos of the full preflight, and then the students were walked through it twice on the day before their first flight.

As Wally says, look out the front, do things slowly, react to what you see. Muscle memory can be a hindrance, but if it starts to yaw, stop it. If it wants to roll, stop it. I jumped from S76 to B47 to Huey in one day, no problems, as long as I reacted to what I saw. The R22 is twitchy, just squeeze the pedals with toe pressure, heels on the floor. Never lift your heels, or you will overcontrol and fight the other leg.

The drive shaft is rotating in the wrong direction for a tail rotor on the other side, perhaps?

The asymmetry reduces the noise from the T/R, or at least changes the way it sounds, away from the annoying aeroplane propellor sound. You may have seen how the original Dauphin has symmetrical fenestron blades, and emitted an awful screeching sound. Then they went asymmetric and it is almost quiet. Same on EC120. Teetering Delta-3 is cheap to make, but it can thrash out its bearings.

If you build it, they will come....

A drone, with some 30lb item on a sling below it, flying 200nm out to a rig, hovering for the delivery, and then coming home again, with reserves for running in a 40-kt wind...tell him he's dreaming...

Do you have an airplane student licence? Hard to log it otherwise. Airplanes are inherently stable, so the techniques are a little different, speeds are different, the operating controls are different, the only things the same are the VOR, ADF and GPS profiles - though some helo-specific approaches are different too. Forgeddabahdit.

Have a think about how much you need to make to keep yourself in business. Perhaps a daily standing charge, to cover the time spent waiting for them to use you and you are unavailable for any other work, plus an hourly rate for when they do use you. Quoting by the mile can be difficult, they might say there are 280 miles to survey, you put in a total price, and they find a bunch of extra lines to look at for free. If you wanted a rolling cost per mile, how are you going to measure it? When we were doing powerlines, we won the tender by having a sensible price, backed up with Quality