As a glider pilot, I totally know what you mean. I start looking at my altitude when I enter the downwind, and constantly adjust all the way through base and final, to make as close to a perfect approach as I can. Your "zipline" is a fixed point on the canopy for me - if the spot I want to land on is moving up relative to that point on the canopy, I'm too low, if it's noving down, I'm too high.
As a fixed wing guy I think you’re right on on this teaching approach. I plan to ask myself this on my next flight. Thanks for the videos and keep up the good work.
Thanks pal!! Good news....just got my PPL H in the Cabri G2...waiting on the UK CAA to deliver the goods (unlike FAA, they do NOT issue a temp Cert of any kind...) and they are taking FOREVER!!!!
Thank you so much for your helpful videos! They are just awesome. I have just a question because I am flying the Cabri as well: How and where do you fix your GoPro in the Cabri to geht the view on the instruments and the exterior view?
My question is, can you ”slip" a helicopter like a plane to scrub altitude? I have fixed wing experience and a stable approach was taught to me by establishing your touch down point as a point of "zero" movement in your wind screen, adjusting your pitch to maintain airspeed, and throttle to adjust your sink rate. I've fixed more then a handful of approaches with a "slip" but only now wonder if a helicopter can?
yeah you can, I'm only a PPL(H), but have had instructors demonstrate this as an 'advanced' way to slow down an approach during an auto. Not something I would personally use first at my level, but can see how it would be a useful technique.
i've had many approaches where the helicopter simply didn't want to descend. the proper mix of conditions and you just dont start dropping like normal. slipping in the sense of up attitude can work but you'll have to dump the collective. nose up and you climb and/or slow down, nose down and you speed up and/or descend. slowing down is bad bad on an approach cause if you have an engine failure you're gonna be busy and for less experienced pilots you're more likely to get into settling with power.. zero airspeed auto's are not something people train on until advanced stages. slipping nose up and dumping collective is a technique used for a quick stop in an air taxi. the issue is when you go nose up and dont coordinate the collective properly, you essentially climb like a take off. and if the conditions are so bad that you're needing to do that, it might not be enough to descend. what we can do at most skill levels is slip it left or right (depending on rotor direction) out of trim real hard. that sometimes works, but sometimes you gotta drop the collective so much that you almost enter an auto to start descending and you really want to be in trim if you enter an auto. i had to do it on a solo when i was a student. that was iffy. obviously going around is best, but sometimes you can't. you're supposed to land where you can go around, but the nature of the helicopter means sometimes you're landing where you're either landing where you want or you're gonna have a hard landing. on my pvt check ride i had to do an offsite landing at a popular glider area and the conditions were real bad that day with tons of updrafts. i had to do the approach 5 times before getting it right.
(I'm doing flight simulators in VR; but this is still pertinent) I focus less on an imaginary zip line, but on the rates of changes in altitude (how fast is the horizon/reference point wandering up in my field of view?) and speed (in fixed wing aircraft: how does the angle of attack change? In helicopters: How does the speed indicator move?). From what I gather, especially helicopter flying in a home simulator environment is much more reactive then the real deal because the machine-to-human-interface (inner ear, stick/pedal feedback, vibrations) is non-existent. You either memorize the reactions of the helicopter, or you react much too late as the early indicators of behavior are missing. Is this 'OK, I increased the collective 1 inch, I have to hold half an inch more pedal preeptively' something you also do in the real deal?
As a glider pilot, I totally know what you mean. I start looking at my altitude when I enter the downwind, and constantly adjust all the way through base and final, to make as close to a perfect approach as I can. Your "zipline" is a fixed point on the canopy for me - if the spot I want to land on is moving up relative to that point on the canopy, I'm too low, if it's noving down, I'm too high.
As a fixed wing guy I think you’re right on on this teaching approach. I plan to ask myself this on my next flight. Thanks for the videos and keep up the good work.
Good stuff. As a CFI, I've used that zipline analogy before. I always tell them to picture a zipline without any slack in the line
Sam flies like a seasoned pro! How time has flown!👍🚁🚁🚁
Thanks pal!! Good news....just got my PPL H in the Cabri G2...waiting on the UK CAA to deliver the goods (unlike FAA, they do NOT issue a temp Cert of any kind...) and they are taking FOREVER!!!!
Thank you so much for your helpful videos! They are just awesome. I have just a question because I am flying the Cabri as well: How and where do you fix your GoPro in the Cabri to geht the view on the instruments and the exterior view?
My question is, can you ”slip" a helicopter like a plane to scrub altitude? I have fixed wing experience and a stable approach was taught to me by establishing your touch down point as a point of "zero" movement in your wind screen, adjusting your pitch to maintain airspeed, and throttle to adjust your sink rate. I've fixed more then a handful of approaches with a "slip" but only now wonder if a helicopter can?
yeah you can, I'm only a PPL(H), but have had instructors demonstrate this as an 'advanced' way to slow down an approach during an auto. Not something I would personally use first at my level, but can see how it would be a useful technique.
That was a great question, airtightindustries. i hadn't considered that for an approach.
i've had many approaches where the helicopter simply didn't want to descend. the proper mix of conditions and you just dont start dropping like normal. slipping in the sense of up attitude can work but you'll have to dump the collective. nose up and you climb and/or slow down, nose down and you speed up and/or descend. slowing down is bad bad on an approach cause if you have an engine failure you're gonna be busy and for less experienced pilots you're more likely to get into settling with power.. zero airspeed auto's are not something people train on until advanced stages. slipping nose up and dumping collective is a technique used for a quick stop in an air taxi. the issue is when you go nose up and dont coordinate the collective properly, you essentially climb like a take off. and if the conditions are so bad that you're needing to do that, it might not be enough to descend. what we can do at most skill levels is slip it left or right (depending on rotor direction) out of trim real hard. that sometimes works, but sometimes you gotta drop the collective so much that you almost enter an auto to start descending and you really want to be in trim if you enter an auto. i had to do it on a solo when i was a student. that was iffy. obviously going around is best, but sometimes you can't. you're supposed to land where you can go around, but the nature of the helicopter means sometimes you're landing where you're either landing where you want or you're gonna have a hard landing. on my pvt check ride i had to do an offsite landing at a popular glider area and the conditions were real bad that day with tons of updrafts. i had to do the approach 5 times before getting it right.
Saaaaam in the hizzzzy!! 😁👍👍
Is Sam going to be an instructor for you guys?
(I'm doing flight simulators in VR; but this is still pertinent)
I focus less on an imaginary zip line, but on the rates of changes in altitude (how fast is the horizon/reference point wandering up in my field of view?) and speed (in fixed wing aircraft: how does the angle of attack change? In helicopters: How does the speed indicator move?).
From what I gather, especially helicopter flying in a home simulator environment is much more reactive then the real deal because the machine-to-human-interface (inner ear, stick/pedal feedback, vibrations) is non-existent. You either memorize the reactions of the helicopter, or you react much too late as the early indicators of behavior are missing. Is this 'OK, I increased the collective 1 inch, I have to hold half an inch more pedal preeptively' something you also do in the real deal?
"Ouuuut" Nice vid though.
You don't really want to stay, no
But you don't really want to go-o
Why. R. U flying. Right seat. Normally. U fly left seat
Too high too low
Too fast too slow
Pilot yellow..