Confined Area Departures - Different Methods

[joker]

OK

 

As opposed to the other current thread which talks about power checks, I just want to ask people:

 

Altititude over airspeed

 

Airspeed verses altitude

 

The first method of departure is the only one described by the Rotorcraft Flying Handbook, and is what inspectors and examiners have been told to expect in checkrides.

 

However, there are a couple of different ways to depart a confined area. They have their own pros and cons, there may be suitability may depend on the aircraft flown.

 

To students: What does altitude over airspeed mean? What do you think the different methods are, and their pros and cons?

 

To instructors: Let's see if we can help a student understand that there is more than one way to skin a cat here. What do you teach and why?

 

Joker

[JDHelicopterPilot]

OK

 

As opposed to the other current thread which talks about power checks, I just want to ask people:

 

Altititude over airspeed

 

Airspeed verses altitude

 

The first method of departure is the only one described by the Rotorcraft Flying Handbook, and is what inspectors and examiners have been told to expect in checkrides.

 

However, there are a couple of different ways to depart a confined area. They have their own pros and cons, there may be suitability may depend on the aircraft flown.

 

To students: What does altitude over airspeed mean? What do you think the different methods are, and their pros and cons?

 

To instructors: Let's see if we can help a student understand that there is more than one way to skin a cat here. What do you teach and why?

 

Joker

 

Good topic. Well....

 

Altitude over airspeed means your goal at that point in time is to gain altitude so that you can clear an obstruction. An example would be the Max Performance take off. This would be used in a confined area in which you need to clear an obstical. Once clear you will want to gain your airspeed to get out of the HV curve.

 

Airspeed over altitude means your goal is to gain airspeed prior to altitude. An example would be a normal take off. By doing such a take off you can stay outside of the HV curve. This is one reason we don't do a max performance take off every single time as it is not as safe as staying out of the HV curve.

 

The type of departure you choose from a confined area will depend on the situation. See below for some examples:

 

Really tight spot: May need to do a vertical climb then once clear of trees or what not gain airspeed from there to move out of the HV curve. (Altitude over airspeed) Requires the most power so be careful. You might be able to get in but not out.

 

Some room to play with: Max performance take off but with some forward movement to gain ETL or some translation lift to help you out then gain airspeed to get out of the HV curve. (Altitude over airspeed)

 

Lots of room: sometimes you land in a valley or have enough room to attempt a normal take off. If you do I would recommend a normal take off at that point. (Airspeed over altitude)

 

Keep in mind based on size and slope of surface (use your judgement) try to land at the last 1/3 of spot and take off at the 1st 1/3 of spot. This will allow you to make as normal of an approach and as normal of a take off as possible.

 

When it comes to it: I teach my students the high recon, power check, low recon, adjust the approach to suit the spot and land. Departure: check power in hover, checks and recon, take off profile should suit the spot and power you have, and take off.