Comments on: Wind gusts

By: haarwuchs

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By: Charleston Wedding

Charleston Wedding — Thu, 19 Apr 2012 15:07:07 +0000

Wow. That’s serious business right there. By the way, why would you exit with the engine still running, not very smart? They were blessed to have survived this crash. I can’t imagine. -Philip

By: Alan D. Resnicke

Alan D. Resnicke — Mon, 31 Oct 2011 21:23:57 +0000

As a former USAF helo instructor (at Mother Rucker), we often taught our students downwind hovering. In a UH-1H it’s still an interesting manuever. As Brad asked, above, I’d be curious to know the thought process of the IP involved in the mishap. Sometimes putting the aircraft down isn’t the best idea… a go around might have been better called for in this gusty situation. As far as exiting the helo with it running – that’s what crew chiefs and flight engineers are for (thanks, guys)! Still – I have exited the helo a few times, but frictions shouldn’t be trusted (I never walked away from the open door), wind shouldn’t exist (a breeze off the nose might be okay), and the rotor should always be at 100% – or shut ‘er down! The “saved” expense of a restart isn’t worth the safety compromise.

By: Vedair

Vedair — Sat, 29 Oct 2011 15:51:05 +0000

I own and fly a bell 47 G. It is safe to fly in tail wind conditions and this comes
With experience and training because of the heavy weight and heavier blades
Tailwind hover is not that difficult! It is common and depends on pilot
In command decision to have blades turning and get into and out of the helicopter
As. Needed off hot fueling is done this way as well, common sense is needed
And all must remember rules to regulate safety do not stop accidents, cannot cover all scenarios
And are way you cannot ride anywhere fast in an airline now! Opinions
Of anyone but the pilot in command at the time are destroying general
Aviation as we know it!!

By: Mark

Mark — Sat, 29 Oct 2011 03:59:19 +0000

sounds like a IFE , I agree with what you said

By: Lex Marasek

Lex Marasek — Fri, 28 Oct 2011 19:52:19 +0000

In my experience sometimes , just to hook up a longline or take off a jacket .a pilot could get out of the seat .How ever trusting frictions is a risky business.Creeping collectives could kill you,never less the ship . With fully articulated rotor systems ground resonance is always possible no matter how flat you think your sitting. As for light [training helicopters] an eagle flying buy could upset the apple cart. Dynamic rollover with no one in the ship explain that to the insurance company and flight school!

By: Michael Jay Jones

Michael Jay Jones — Fri, 28 Oct 2011 18:06:42 +0000

Thank you for discussing this issue. I vividly recall the first time I turned my back to a relatively gusty wind in the R-22. It was an eye opener. The horizontal tail surface can apply a significant amount of pitch force in a stationary hover in gust tail wind. I have asked my instructor to give me more tail into the wind experience when condition permit and as the previous poster mentioned, this improved my ability to not only recognize potentially hazardous winds but to improve aircraft control in safe but “challenging” winds conditions.

The R-22 manual forbids operating in winds in excess of 25kts or 15kt gusts without 200 hours of experience in the aircraft. At my level of experience, I find 14G22 a challenge in a tail wind or left wind hover in the R-22.

Setting personal minimums for wind and sticking to them is also a good idea.

By: Brad

Brad — Fri, 28 Oct 2011 17:33:33 +0000

I have a question for Danny or any pilot for that matter. I am a new pilot that is just passed the private stage and am looking for all the info I can get from the more experienced pilots. You said it is good training to put the tail into the wind and I understand that but would that be something you would want to try with a 12kn gust spread and peak gust at 25kts in a smaller acft such as the hughes? Aslo wouldnt that pilot have been better off to continue the climb and put the nose into the wind if he experinced a “nose over” situation like that instead of trying to put the aircraft on the ground? I understand things happen fast I was just wondering your thoughts.

By: Allen Lambert

Allen Lambert — Fri, 28 Oct 2011 17:26:21 +0000

I disagree with duPont on leaving a running helicopter being illegal. It isn’t wise in many situations, but the crew member is required for the helicopter IN FLIGHT, not frictioned down and idlig. I was in flight training with the Army and this was regularly practiced to insure safe take offs could be made from the LZ when you used the maximum space available to land and had to back the helicopter up to get a safe take off run, you got out placed markers to be able to safely back up and not hit an obstacle. In an airport environment with ground guides available and most obstacles noted, no real reason to leave it alone and idling, even in calm conditions.

By: Pierre duPont

Pierre duPont — Fri, 28 Oct 2011 15:30:30 +0000

While leaving the controles of an operating helicopter is often done. Technisally this procedre is not legal on most helicotpers. In the rotor craft flgiht manual, in the limitations section you will often find minimum crew lsiting. In the Enstroms, it is listed as One Pilot.

The Rotor Craft Flght Manual is an FAA approved document, so if you are seen leaving the controles or have an incident, you could be looking at a violation.

The Enstrom series helicopters have no cyclic friction but the only time it is possible to strike the tail boom on the ground is with extremely windy conditions and low rotor RPM.