I taught flying straight down the landing area at around 2 to 3 hundred feet in straight and level gradually decreasing speed. When the speed decreases to a point where the nose moves off center, you now have minimum touch down speed. Add 5 knots and make your approach to the ground. Doing a test run at altitude means that should speed get too low, altitude can be traded for speed without pulling power, which would be unsafe at 3 feet. Gentle throttle movements will help keep directional control.
The procedure would be the same for stuck left. When you neutralize the tail rotor pitch a stuck right goes to neutral and a stuck left goes to neutral. The nose of the helicopter being to the right on approach does not necessarily mean stuck right.
In a counterclockwise system with a stuck left pedal, you can reduce yaw (in forward flight) or spin rate (in a hover) by increasing torque to counter the effects of the stuck "anti-torque" pedal. This is accomplished by gradually reducing throttle and increasing collective pitch. If you're a student pilot (especially if you are working on your commercial) reading this comment, it's worth practicing with an instructor.
@@obamadontreadgood No ... check airbus procedure ... this is a video with an AS350 .. if we speak about R44 .. it could be different .. but what you write, it's not an Airbus procedures.... left or right stuck pedals ..... same procedure because you come back with pedal neutral postion
@@davidgodment8703I haven't flown AStars but even in the EC120 you've got a dramatic difference between a stuck left or right pedal. I stand by what I said, if you've got a seasoned instructor available, it's worth your time to see the difference and to learn how to manage it. Procedure may say neutral pedals, but it may not be possible and, depending on the malfunction, may not be in your best interest. Which is why I believe learning to recognize and recover from a stuck pedal or loss of trail rotor control in either direction is worthwhile.
On U.S. helicopters the collective has the opposite torque effect, adding collective causes the nose to go right, lowering collective causes it to go back left.
The procedure would be the same for stuck left. When you neutralize the tail rotor pitch a stuck right goes to neutral and a stuck left goes to neutral. The nose of the helicopter being to the right on approach does not necessarily mean stuck right.
@@EUROSAFETYTRAINING I assumed a counter-clockwise system in my initial comment. Landing with a stuck "power pedal" would typically require increasing torque to reduce the effects of the stuck pedal.
Very good. I found myself moving my hands while watching this. Thank you.
lol
I taught flying straight down the landing area at around 2 to 3 hundred feet in straight and level gradually decreasing speed.
When the speed decreases to a point where the nose moves off center, you now have minimum touch down speed. Add 5 knots and make your approach to the ground.
Doing a test run at altitude means that should speed get too low, altitude can be traded for speed without pulling power, which would be unsafe at 3 feet. Gentle throttle movements will help keep directional control.
Sweet tutorial gentlemen.
Stuck left demo would be good as well. Nice video
The procedure would be the same for stuck left. When you neutralize the tail rotor pitch a stuck right goes to neutral and a stuck left goes to neutral. The nose of the helicopter being to the right on approach does not necessarily mean stuck right.
In a counterclockwise system with a stuck left pedal, you can reduce yaw (in forward flight) or spin rate (in a hover) by increasing torque to counter the effects of the stuck "anti-torque" pedal. This is accomplished by gradually reducing throttle and increasing collective pitch.
If you're a student pilot (especially if you are working on your commercial) reading this comment, it's worth practicing with an instructor.
@@obamadontreadgood No ... check airbus procedure ... this is a video with an AS350 .. if we speak about R44 .. it could be different .. but what you write, it's not an Airbus procedures.... left or right stuck pedals ..... same procedure because you come back with pedal neutral postion
@@davidgodment8703I haven't flown AStars but even in the EC120 you've got a dramatic difference between a stuck left or right pedal. I stand by what I said, if you've got a seasoned instructor available, it's worth your time to see the difference and to learn how to manage it. Procedure may say neutral pedals, but it may not be possible and, depending on the malfunction, may not be in your best interest. Which is why I believe learning to recognize and recover from a stuck pedal or loss of trail rotor control in either direction is worthwhile.
On U.S. helicopters the collective has the opposite torque effect, adding collective causes the nose to go right, lowering collective causes it to go back left.
Aft cyclic with an unloaded disc? Sounds like a recipe for a boom-strike.
you can not strike the tailboom in a AS350 with aft cylic
What no stuck left pedal?!
The procedure would be the same for stuck left. When you neutralize the tail rotor pitch a stuck right goes to neutral and a stuck left goes to neutral. The nose of the helicopter being to the right on approach does not necessarily mean stuck right.
@@EUROSAFETYTRAINING I assumed a counter-clockwise system in my initial comment.
Landing with a stuck "power pedal" would typically require increasing torque to reduce the effects of the stuck pedal.
These videos always have goofy audio...
I made this video 12 years ago
@@EUROSAFETYTRAININGlook at young you!