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Anonymous
#1
After seeing my latest video I was given some good advice. It is nice to critique yourself after a flight and figure out what you need to do better. It is more rewarding when a pilot that you have the utmost respect for states exactly what you were thinking. 


Just remember when rotor/engine rpm increase after going through ETL pull more collective and use that available power to increase climb/acceleration rate. Do not lower throttle to decrease takeoff performance. Make takeoff profile outside the dead man's curve. When flying always make sure you have enough height to ensure autorotational glide distance to a suitable landing area.... and while you are at it tack on a few hundred more feet to increase your decision time and therefore options. Why only have the altitude to just make it to your intended point of landing because surely something can change (like the wind) to ruin that plan.


Michael
XE 285  1205 (Myrtle)
Start: 8/1/2013
Finish: 5/24/2014
Arrived home: 10/11/2014

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#2
(02-18-2016, 11:42 PM)FlyGuy Wrote: After seeing my latest video I was given some good advice. It is nice to critique yourself after a flight and figure out what you need to do better. It is more rewarding when a pilot that you have the utmost respect for states exactly what you were thinking. 


Just remember when rotor/engine rpm increase after going through ETL pull more collective and use that available power to increase climb/acceleration rate. Do not lower throttle to decrease takeoff performance. Make takeoff profile outside the dead man's curve. When flying always make sure you have enough height to ensure autorotational glide distance to a suitable landing area.... and while you are at it tack on a few hundred more feet to increase your decision time and therefore options. Why only have the altitude to just make it to your intended point of landing because surely something can change (like the wind) to ruin that plan.


Michael


Saw this and thought it might be a learning point  

https://www.youtube.com/watch?v=LrS1jhG9tf4&feature=player_embedded


Mike
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#3
Mike,

I have been monitoring Hawaii News Now and they reported the pilot contacted the HNL tower and reported a problem ( not specified ). If he would have put it down on land he would have injured tourist and passengers to a greater degree.

Michael
XE 285  1205 (Myrtle)
Start: 8/1/2013
Finish: 5/24/2014
Arrived home: 10/11/2014

Reply
#4
(02-20-2016, 06:10 PM)FlyGuy Wrote: Mike,

I have been monitoring Hawaii News Now and they reported the pilot contacted the HNL tower and reported a problem ( not specified ). If he would have put it down on land he would have injured tourist and passengers to a greater degree.

Michael

Right, the problem has not been reported.
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#5
(02-18-2016, 11:42 PM)FlyGuy Wrote: After seeing my latest video I was given some good advice. It is nice to critique yourself after a flight and figure out what you need to do better. It is more rewarding when a pilot that you have the utmost respect for states exactly what you were thinking. 


Just remember when rotor/engine rpm increase after going through ETL pull more collective and use that available power to increase climb/acceleration rate. Do not lower throttle to decrease takeoff performance. Make takeoff profile outside the dead man's curve. When flying always make sure you have enough height to ensure autorotational glide distance to a suitable landing area.... and while you are at it tack on a few hundred more feet to increase your decision time and therefore options. Why only have the altitude to just make it to your intended point of landing because surely something can change (like the wind) to ruin that plan.


Michael

Hey Michael!

I'm glad you brought this up actually! So my instructor teaches me to immediately roll the power back to ~25"Hg once we have pushed through ETL. He says that Enstrom recommends that you do not spend more than 5 minutes at a time at full power to save stress on the engine. So the only time we are ever near full power is during take-offs and landings. This has got me wondering if I will ever even be taught to hover? I mean on most summer days with the two of us and full fuel when hover taxiing from the hanger out to the strip he has to set the helicopter down and reset because we would just run out of power.

Are these things I should be worried about? I've never felt unsafe while flying, but once I heard that we can't spend more then 5 minutes at full power it left me wondering how I'm actually going to learn to hover? I haven't said anything to my instructor, I just figured the best course of action would be to just keep my head down and finish the program, get my license and when I get my Mosi then I can choose how I want to fly my own helicopter. Any thoughts?  Undecided
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#6
He could do hover instruction with you at lower fuel levels or when there is a bit of wind or cooler air temps. The R22 I learned in was similar on hot days when heavy.
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