During the Private Pilot course a lot of students find the most difficult exercise to be the forward transition. Just to clarify if we talk about transition in a helicopter it is the phase between the hover and starting a climb or from a descend back to hover flight.
Let’s start off by looking at one aerodynamic aspect: Translational lift: This is the result of wind blowing over the disc or the helicopter moving forward (wind or forward movement between 12 to 16 knots) causing a reduction in the induced flow passing through the disc thereby causing an effective increase in the angle of attack which will result in the helicopter wanting to climb for a certain collective pitch setting.
In my opinion, to fly a proper transition is one of the more difficult exercises, because so many aerodynamic changes take place. Remember a decent transition is not what you see on a James Bond movie when the helicopter pitches the nose down accelerates to 300 knots in three seconds while wiping out the building with its blades in the process.
A “normal” safe transition is as per the Pilot Operating Handbook. The essence is to stay out of the avoid area of the height velocity diagram.
The most common factor that results in a student struggling initially with transitions is the fact that the student does not anticipate the “kick” (translational lift). So most of the time the student tries to compensate for all the aerodynamic factors that take place after it has already taken place. Take your time. You must dictate when you’re going through transition.
You are allowed to climb slightly (usually about 10 foot) as long as you don’t climb into the avoid area of the height/velocity diagram. To compensate for translational lift cyclic movement has to be gradually, constant, and continuously to compensate for FLAP BACK (BLOW BACK). Flap back does not happen just once, it’s a continuous process that occurs all the time while we accelerate, and therefore the attitude has to be lowered all the time by pushing the cyclic forward. In other words you must SEE that your attitude reference marker, whether it is the canopy or the rotor disc for example, continuously lowers (pitches towards the skids) without forcing the helicopter to descend.
Fly what you see and feel the helicopter. Get a reference point for the nose to pick up the yaw changes.
In my eBook I go into more depth regarding the forward and reverse transition.
HARRY
© Harry Helicopter Training Syllabus 2008
Sunday, March 29, 2009
Tuesday, March 17, 2009
The Right Mindset
Often, NOT ALWAYS, I find that high time fixed wing pilots starting with their initial helicopter license have this "I'll show you how it's done" attitude. To put it a bit simpler there is not much you can teach some of them about helicopter flying. I agree that some basic flying principals are the same but I personally believe helicopter flying is a more versatile academic and therefore requires a different mindset than fixed wing flying.
Recently such a high time fixed wing pilot started his initial helicopter training but much to my surprise his attitude was completely different than I expected. He basically started the course as a complete novice from his point of view and sucked up every bit of information that was given to him. He constantly reads books about helicopter technical and aerodynamics and asks questions non stop.
To use another example, a particular student has been struggling with certain concepts involving helicopter flying for some time. Out of the blue his flying skills improved overnight. When I asked him what made the difference, initially thinking he stole the helicopter after hours and practiced, he simply stated that he changed his whole mindset about flying. In his case instead of analyzing and interpreting every movement the helicopter made he decided to fly with his gut feel (seat of the pants). Jokingly I said to him that is what we were trying to tell him from the start but to put the response in his own words: "I had to sit and think and change my outlook (mindset) over a couple of days".
I often think students have this perception that when it comes to flying, initially anyway, that you can put on your flying cap when you walk through the flying school door and take it off when you leave again, and that no further thinking (flying in your mind) is necessary. I remember when I started flying how often I use to fly a particular sequence over and over in my mind, trying to understand what the instructor said before I go to sleep. I'm not saying you must eat, drink and sleep flying but I do believe that the mind (or mindset for that matter) plays a very important role when you do your initial flying course.
Recently such a high time fixed wing pilot started his initial helicopter training but much to my surprise his attitude was completely different than I expected. He basically started the course as a complete novice from his point of view and sucked up every bit of information that was given to him. He constantly reads books about helicopter technical and aerodynamics and asks questions non stop.
To use another example, a particular student has been struggling with certain concepts involving helicopter flying for some time. Out of the blue his flying skills improved overnight. When I asked him what made the difference, initially thinking he stole the helicopter after hours and practiced, he simply stated that he changed his whole mindset about flying. In his case instead of analyzing and interpreting every movement the helicopter made he decided to fly with his gut feel (seat of the pants). Jokingly I said to him that is what we were trying to tell him from the start but to put the response in his own words: "I had to sit and think and change my outlook (mindset) over a couple of days".
I often think students have this perception that when it comes to flying, initially anyway, that you can put on your flying cap when you walk through the flying school door and take it off when you leave again, and that no further thinking (flying in your mind) is necessary. I remember when I started flying how often I use to fly a particular sequence over and over in my mind, trying to understand what the instructor said before I go to sleep. I'm not saying you must eat, drink and sleep flying but I do believe that the mind (or mindset for that matter) plays a very important role when you do your initial flying course.
Sunday, March 15, 2009
Do We Fly The Way We Train?
Do we fly the way we train and do we train the way we fly? Let me explain by way of an example. Not so long ago I was involved in a flight where we were two helicopters with four passengers in each helicopter. The planned flight time was about two hours so both of us had about three hours of fuel. The first part of the flight involved about one hour twenty minutes of flight time followed by a landing at a mine. Although landing area (helipad) was big enough for more than two helicopters it was surrounded by power lines on the northern side, trees on the one western side, a building on the southern side and open space on the eastern side.
On arrival at the helipad there was no wind and both helicopters approached from the eastern (open space) side. When it was time to leave there was a light (5 to 10 knot) wind blowing from the northern (power line) side. Both helicopters had ample power available to do any type of take off whether in ground affect or out of ground affect as both has burned off fuel and both were six seater helicopters with four passengers per helicopter (weight was not a factor).
One helicopter opted to take off to the north into wind (the way we train) crossing the power lines and off he went bearing in mind it had ample power available, but was it the safest option for man and machine???
The other helicopter took off to the eastern (open area) side with a light crosswind but In Ground Effect also bearing in mind it had ample power to spare. It basically avoided flying into the shaded area of the Height Velocity Diagram, very safe.
I believe because helicopter flying is so versatile with so many “variables” it is very difficult to have a clear cut distinction between what is right and what is wrong. The important thing I would say is to justify your decision when choosing a certain type of take off- or landing profile.
In Harry’s eBook with reference to the sequence on “LIMITED POWER” the thought process and considerations with regard to the decision making process of how to approach a certain type of take off is clearly spelled out.
Always have a plan. It might not be the best plan but at least have a PLAN.
Happy Flying
HARRY
info@askharryhelicopter.com
© Harry Helicopter Training Syllabus 2008
On arrival at the helipad there was no wind and both helicopters approached from the eastern (open space) side. When it was time to leave there was a light (5 to 10 knot) wind blowing from the northern (power line) side. Both helicopters had ample power available to do any type of take off whether in ground affect or out of ground affect as both has burned off fuel and both were six seater helicopters with four passengers per helicopter (weight was not a factor).
One helicopter opted to take off to the north into wind (the way we train) crossing the power lines and off he went bearing in mind it had ample power available, but was it the safest option for man and machine???
The other helicopter took off to the eastern (open area) side with a light crosswind but In Ground Effect also bearing in mind it had ample power to spare. It basically avoided flying into the shaded area of the Height Velocity Diagram, very safe.
I believe because helicopter flying is so versatile with so many “variables” it is very difficult to have a clear cut distinction between what is right and what is wrong. The important thing I would say is to justify your decision when choosing a certain type of take off- or landing profile.
In Harry’s eBook with reference to the sequence on “LIMITED POWER” the thought process and considerations with regard to the decision making process of how to approach a certain type of take off is clearly spelled out.
Always have a plan. It might not be the best plan but at least have a PLAN.
Happy Flying
HARRY
info@askharryhelicopter.com
© Harry Helicopter Training Syllabus 2008
Monday, March 9, 2009
I Will Never Fly Through Wires
I WILL NEVER FLY THROUGH WIRES
There must be millions of articles written on this subject so my intension is not to add another one, but rather to share a recent experience I had. Let me start off by saying that for the last twenty years of my flying career I am the first one to say that flying through wires is inexcusable. “It will never happen to me” has always been my attitude. Although I did not fly through wires it was damn close and the worst part is I saw the power lines well in advance.
We were two heavy helicopters in formation that were preparing for landing in a confined area surrounded by obstacles from all directions. Three sides of the confined area were obstructed by very high trees and buildings and the fourth was obstructed by a power line. The lead helicopter opted to approach from the side which was obstructed by the power line, approaching perpendicular to the wires. This was the best option taking into account the height of the buildings and trees, even though it meant landing with a cross wind.
However, after glancing at the power lines which appeared to run in a straight line, I saw that the lines actually stopped at the last pylon supplying the building (I could see the broken wire lying on the grass) These broken wires formed a corridor between the last pylon and the building and this allowed me to change the angle of my approach slightly to avoid over flying the lines and to place the helicopter more into the wind. I carried a bit more fuel than the lead helicopter so power available was my first priority and I decided to take advantage of the 10 to 15 knot wind that was blowing at the time.
I started the approach through the corridor formed by the broken wires, but as I approached, I noticed for the first time that there was in fact another line from the last pylon at an angle to the nearby building. I didn’t have enough power to climb over the line so the only alternative was to turn around (downwind), descend, gain speed and fly away. All ended well on the second approach except for my ego and a new set of underpants.
My biggest mistake was to assume that the lines run in a straight line and that the lines stopped where I saw the broken wire. Maybe an even bigger mistake was my “it will never happen to me” mentality. Today I can still say it hasn’t happened to me yet but I’ve learned a valuable lesson that will hopefully last me another twenty years.
There’s a saying that you get two types of pilots, those that have flown through wires and those that still have to. I’ve never believed in the second part of the saying but maybe I’ll change my attitude to: “I’ll strive that it will never happen to me.”
Happy Flying
HARRY
info@askharryhelicopter.com
© Harry Helicopter Training Syllabus 2008
There must be millions of articles written on this subject so my intension is not to add another one, but rather to share a recent experience I had. Let me start off by saying that for the last twenty years of my flying career I am the first one to say that flying through wires is inexcusable. “It will never happen to me” has always been my attitude. Although I did not fly through wires it was damn close and the worst part is I saw the power lines well in advance.
We were two heavy helicopters in formation that were preparing for landing in a confined area surrounded by obstacles from all directions. Three sides of the confined area were obstructed by very high trees and buildings and the fourth was obstructed by a power line. The lead helicopter opted to approach from the side which was obstructed by the power line, approaching perpendicular to the wires. This was the best option taking into account the height of the buildings and trees, even though it meant landing with a cross wind.
However, after glancing at the power lines which appeared to run in a straight line, I saw that the lines actually stopped at the last pylon supplying the building (I could see the broken wire lying on the grass) These broken wires formed a corridor between the last pylon and the building and this allowed me to change the angle of my approach slightly to avoid over flying the lines and to place the helicopter more into the wind. I carried a bit more fuel than the lead helicopter so power available was my first priority and I decided to take advantage of the 10 to 15 knot wind that was blowing at the time.
I started the approach through the corridor formed by the broken wires, but as I approached, I noticed for the first time that there was in fact another line from the last pylon at an angle to the nearby building. I didn’t have enough power to climb over the line so the only alternative was to turn around (downwind), descend, gain speed and fly away. All ended well on the second approach except for my ego and a new set of underpants.
My biggest mistake was to assume that the lines run in a straight line and that the lines stopped where I saw the broken wire. Maybe an even bigger mistake was my “it will never happen to me” mentality. Today I can still say it hasn’t happened to me yet but I’ve learned a valuable lesson that will hopefully last me another twenty years.
There’s a saying that you get two types of pilots, those that have flown through wires and those that still have to. I’ve never believed in the second part of the saying but maybe I’ll change my attitude to: “I’ll strive that it will never happen to me.”
Happy Flying
HARRY
info@askharryhelicopter.com
© Harry Helicopter Training Syllabus 2008
Sunday, March 8, 2009
Is Flying For Everyone
IS FLYING FOR EVERYONE?
As we at the beginning of a new year again a lot of people will want to do their private pilot license. Obviously there are many reasons for wanting to fly varying from achieving a long term goal, a life long dream, the start of a new career or maybe simply to be able to say:”I can fly”. Whatever the reasons are I often get asked by a new student “do you think I’ll be able to fly”.
Maybe firstly we must ask ourselves what does it take from an individual in order to fly an airplane or helicopter for that matter? A certain amount of co-ordination comes to mind. In my opinion most people has what it takes although some has to practice and exercise this particular skill. Discipline I think plays an important roll as flying involves quite a bit of responsibility in some way or the other. My personal favorite is of course a person’s attitude. The willingness to study, the way an individual handles criticism and the ability to handle stress but to name a few. These are just some qualities amongst hundreds.
I think every student should and can answer the question: “will I be able to fly?” for themselves. For some it might take longer than the minimum requirement but determination and will pull them through. Many a time students has told me that flying is not for them and I take my hat off to a person that can realize their own lack of ability or whatever reason they base their decision on. Your personal motive for wanting to fly plays a very important roll. So I personally think that it’s not a simple black and white answer to be made by an instructor but rather a combined decision.
I think that in the beginning students base their abilities solely on the “stick and throttle” aspects of flying, rightly so because that’s all they know but I often tell students that a good stick and throttle pilot is not necessarily the best pilot and that they must consider their other strengths as well when they make a decision whether to continue flying or not. In a lot of cases all it takes is a bit of a mindset change.
I personally think that almost any person can be taught to fly but I think the real question should be whether any person can be a safe pilot not necessarily the world’s greatest pilot, and that’s maybe where the instructor or flight school for that matter plays a very important role.
If ever you face the decision to quite flying or not maybe think what is your motive for flying, ask yourself whether you enjoy it or not, can you financially afford it to carry on longer if need be, do you need to change your attitude?
Happy Flying
HARRY
info@askharryhelicopter.com
© Harry Helicopter Training Syllabus 2008
As we at the beginning of a new year again a lot of people will want to do their private pilot license. Obviously there are many reasons for wanting to fly varying from achieving a long term goal, a life long dream, the start of a new career or maybe simply to be able to say:”I can fly”. Whatever the reasons are I often get asked by a new student “do you think I’ll be able to fly”.
Maybe firstly we must ask ourselves what does it take from an individual in order to fly an airplane or helicopter for that matter? A certain amount of co-ordination comes to mind. In my opinion most people has what it takes although some has to practice and exercise this particular skill. Discipline I think plays an important roll as flying involves quite a bit of responsibility in some way or the other. My personal favorite is of course a person’s attitude. The willingness to study, the way an individual handles criticism and the ability to handle stress but to name a few. These are just some qualities amongst hundreds.
I think every student should and can answer the question: “will I be able to fly?” for themselves. For some it might take longer than the minimum requirement but determination and will pull them through. Many a time students has told me that flying is not for them and I take my hat off to a person that can realize their own lack of ability or whatever reason they base their decision on. Your personal motive for wanting to fly plays a very important roll. So I personally think that it’s not a simple black and white answer to be made by an instructor but rather a combined decision.
I think that in the beginning students base their abilities solely on the “stick and throttle” aspects of flying, rightly so because that’s all they know but I often tell students that a good stick and throttle pilot is not necessarily the best pilot and that they must consider their other strengths as well when they make a decision whether to continue flying or not. In a lot of cases all it takes is a bit of a mindset change.
I personally think that almost any person can be taught to fly but I think the real question should be whether any person can be a safe pilot not necessarily the world’s greatest pilot, and that’s maybe where the instructor or flight school for that matter plays a very important role.
If ever you face the decision to quite flying or not maybe think what is your motive for flying, ask yourself whether you enjoy it or not, can you financially afford it to carry on longer if need be, do you need to change your attitude?
Happy Flying
HARRY
info@askharryhelicopter.com
© Harry Helicopter Training Syllabus 2008
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