Comments on: A cushion of air

By: Bill

Bill — Thu, 29 Nov 2012 13:32:37 +0000

Steve, I’m not a test pilot an engineer. I only fly the helos. From my standpoint, I rely on the data you give me to ensure the aircraft is performing as advertised. I thought the engineers developed the charts with anticipated results based on aerodynamics. Then Test Pilots confirmed the results and modifications were adjusted, if needed.
Am I way off?

By: Steve

Steve — Mon, 02 Nov 2009 18:24:05 +0000

Hello all:
I work for a Helicopter manufacturer in the Marketing and Sales department. My background is aircraft maintenance with no piloting experience. I help develop compelling collateral material for my company and often get tasked with developing HIGE/HOGE charts. Can anyone direct me to a course and or links to help in developing such charts or does that ave to come with piloting experience? I tend to get lost in the meetings when discussion about critcal wind azimuths, generator loads, engine charts m(min spec), etc…are talked about. Pleas provide input to any related course for better development of charts.

Thanks in advance,

Steve

By: MarkRight

MarkRight — Wed, 21 Oct 2009 21:16:05 +0000

Great article as for me. It would be great to read something more about this topic.

By: Spencer Smith

Spencer Smith — Tue, 07 Apr 2009 00:26:35 +0000

Hey TIm,

Let me start off by saying you have written some great articles here on AOPA.com. I finally have read them all. I was starting to waiver on keeping up my AOPA membership . I know some fellow helicopter pilots who do not hold an AOPA membership because they feel the AOPA does not support the helicopter industry. When I found out you were writing a blog on AOPA.com I knew I would renew my membership without hesitation. THANKS for being a supporter of the industry and I look forward to more stories. STRONG WORK!!!!

Hope all is well,

Spencer

By: George Smith

George Smith — Mon, 06 Apr 2009 13:39:50 +0000

Hi Tim – This is George from Leesburg -Your old student. Remember our flight back from CA.? Im still flying kids. -George

By: J. Trigg Adams

J. Trigg Adams — Sat, 04 Apr 2009 07:29:35 +0000

Tim;

From an old Marine H-34 driver, may I offer a bit of insight before you confuse the terminology: “settling with power” refers to not having enough power to maintain altitude, and generally refers to slow or hovering flight. “power settling” refers to the condition gotten into when you set up the vortex ring state, and as you know can only be gotten out of by acquiring forward speed. (I have a theory that one could enter autorotation, but I don’t know of anyone who has tried it.)

For credentials, I hold a Sikorsky S for a rescue picking up three survivors in a blind canyon in zero-zero conditions, well above HOGE. If you’re curious how I figured it out, email me. And I have a graphic set of navy 8×10′s depicting the results of power settling right in front of me on a carrier. It was rather interesting to watch. On the same cruise I inadvertently let a student get me into settling with power, resulting in a busted off tailwheel.

But, for Igor’s sake, don’t screw up the terminology. l have enough trouble explaining helicopters as it is.

Trigg Adams

By: Chris

Chris — Sat, 04 Apr 2009 03:36:51 +0000

Hi Tim,
One way that I use the HIGE and HOGE is to determine where I can take off and where I can land. Your HIGE tells you what altitude you can maintain a hover and can conduct a normal takeoff. Your HOGE tells you what altitude you can conduct a landing into a confined area. Neither tell you whether you’ll have the power to slow your rate of descent: for that, you need to “keep the rotor loaded” at the termination of your approach. As you slow to ETL, a gradual application of power slows your downward inertia and tells you what your power margin is. This produces that slow, controlled rate of descent that you are aiming for.
Thanks for bringing rotors to AOPA!
–c

By: Tim McAdams

Tim McAdams — Mon, 30 Mar 2009 19:05:39 +0000

Kris,
Thanks for the comment. You’re absolutely correct when you say that a slow airspeed coupled with a high rate of descent can cause problems. What you are referring to is the potential for “settling with power” and putting a helicopter in that situation must be avoided. That is a subject I intend to address in a future blog.

While a slow controlled rate of descent is a much better technique, pilots still need to make sure they have sufficient power available. Attempting this type of approach at a high density altitude with a heavy helicopter can, and has, caused problems as well. Early in my career I was attempting to land an R22 (without a governor) in a field at about 8000 ft DA. At about 50 feet and with a 100 to 150 fpm descent rate, the low rotor rpm horn came on. I went to add power and the throttle was wide open. The only thing I could do was reduce the collective control a little, maintain airspeed just above ETL, and do a run on landing. I was very lucky that the field was level and I had enough space. It was quite the learning experience and I quickly understood the importance of the HOGE chart.

By: Kris

Kris — Mon, 30 Mar 2009 15:16:08 +0000

I think it could be a bit more precise concerning steep approaches. It’s not slow airspeed per se that can cause problems with steep approaches. Rather it’s too high a rate of descent that causes problems.

I’ve had several instructors tell me that they don’t mind a slow airspeed as long as the rate of descent is under control. On the other hand, a slow airspeed combined with a high rate of descent are asking for trouble. Kris, Mercer Island, WA (10 year recreational helicopter pilot with commercial rating)