Helicopter lands with stuck pedals
- Thread starter ozziecat35
- Start date
Blackhawk
Well-Known Member
I had a loss of TR control in a UH-1 at night... a few years ago when I flew for Prima... and this is what I did. Declared an emergency, did a couple practice approaches at altitude to figure approximate optimum airspeed for touchdown minus ground effect, then did a run on to Cairns.
xargos
Well-Known Member
Can you explain?
deadstick
Well-Known Member
Nark
Macho Superpilot
Anybody else in the Hawk community think the 60knot tire limitation is BS?
Guess the first limitation I'm going to bust when I have an issue, requiring a roll-on.
Also, can somebody with some experience weigh in with aerodynamic braking? Some guys say its awesome, some guys say it's not better than normal braking. (My aero braking was about 5' shorter than my PC's regular braking) both at 40knits touch down.
@MikeD & @MikeFavinger @fez
Guess the first limitation I'm going to bust when I have an issue, requiring a roll-on.
Also, can somebody with some experience weigh in with aerodynamic braking? Some guys say its awesome, some guys say it's not better than normal braking. (My aero braking was about 5' shorter than my PC's regular braking) both at 40knits touch down.
@MikeD & @MikeFavinger @fez
deadstick
Well-Known Member
Sounds like a training wheels problem. :stir:
All my run-ons in the 58 were relatively short.
Gravity and friction work wonders.
From what I understand, the brakes on the -60 aren't really designed for full-speed stopping, they're more for taxiing and holding in place. Hence why aero braking is done on roll-on landings, rather than wearing out brakes. Big thing for us, is technique of when touching down the mains from aerobraking, ensuring that you center the cyclic fully before lowering the collective. As during combat, our ALQ-144 defensive suite (the disco ball) is mounted atop the aircraft a couple feet aft of the rotor head, failure to do that technique will result in the top of the disco ball getting chopped off by the main rotor blades.....has happened more than once.
So yes, I aerobrake on a roll-on landing just so I'm not rolling forever and wearing out the wheelbrakes for nothing, by using them as they weren't really intended.
Sounds like a training wheels problem. :stir:
All my run-ons in the 58 were relatively short.
Same with my Astar, lol. We in the skids are for kids club...
av8tr1
"Never tell me the odds!"
Sounds like a training wheels problem. :stir:
All my run-ons in the 58 were relatively short.
LOL, I think I held the record for the longest run on for a while. I had a fear of putting the collective down all the way and ran 1/4 to a 1/3 of the runway at Shell on day. Good times......
60 Knot roll on limitation is due purely because Sikorsky only tested it that speed. In real EP it's out anyway if required due to 9.2.
The most common error in aerodynamic braking is the pilot not maintaining enough aft cyclic for the duration of the roll-on until the mains are on the ground. Once the tail wheel hit, a simultaneous reduction of collective and application of near full aft cyclic will stop the helicopter in a hurry - far faster than a three point landing and wheel brakes. Control angle with the collective during the roll. Avoid extreme angles (20 or so) to avoid striking the stab. The cyclic just must be centered before weight is on the mains.
Funny you brought this up because I just had this discussion and about three demos doing an RL3 NVG progression tonight.
Nark
Macho Superpilot
@MikeD & @MikeFavinger
I'm a wuss when it comes to aft cyclic. Too many Rucker stories about the disco ball being shed, and even further on the M the downward angle tip blades.
Guys tell me "I know a guy who tore into the driveshaft cover...happened in Iraq..." I'm not sure about how true those are, or more of an urban legend...
I'm a wuss when it comes to aft cyclic. Too many Rucker stories about the disco ball being shed, and even further on the M the downward angle tip blades.
Guys tell me "I know a guy who tore into the driveshaft cover...happened in Iraq..." I'm not sure about how true those are, or more of an urban legend...
Too bad you're not at Hanchey, you could ask about the ghost Cobra helo mystery.....
Blackhawk
Well-Known Member
Funny, in my years of flying them I never saw a 144 get shed, much less a drive shaft cover.
Blackhawk
Well-Known Member
Sounds like a training wheels problem. :stir:
All my run-ons in the 58 were relatively short.
I went back to UH-1s after years of flying -60s. On my UH-1 RL progression ride I came in for a run on landing and of course the -60 pilot took over. I touched down just under 60 knots, a perfect roll on landing. Except it was a run on landing. Fortunately the skids had the extra pads. As we came to a screeching halt, dust and sparks flying, the IP opened the door, looked at the skids and muttered something about how they were still there.