Watched your videos on the way in to work and home again for a few weeks leading up to taking the SIFT. Ended up with a 65! These were a huge help, thank you!
Hi, Extremely helpful videos Can you please make a video on Power Availability and requirements with special emphasis on Range and Endurance. Density altitude and problems at high altitude...
Jacob, the springboard and spiral tips to gain a bit more OGE during takeoff are really interesting. However, doesn't that end at the momemt you reach OGE, so in effect you can get to OGE, but once there, you are still underpowered. I assume the followup technique is to transition to ETL to gain more lift and then begin working your way down the mountainside to thicker air where you no longer have a small variable. Can you explain?
I'm surprised you left out the other option to do a rolling take off if you have a flat area or an aircraft on wheels? Where you have ground run and once you pick up enough speed and the blades experience ETL you now have sufficient lift to climb. Great video nonetheless!
I left that out because that would be a takeoff that doesn’t require OGE power. Getting through ETL first is always the preferred technique. But if it’s not in the options based on the takeoff area, these techniques can help boost your normal OGE takeoff.
hey I´ve seen you make really good explanations of helicopters, could you tell me what the advantages of having a rotor design like the Ka50&52 Heli vs the the Mi28 (no back tail rotor vs having one) I am looking forward to hearing from you!!!
Having the stacked rotors like the KA50 is what’s called a coaxial design. By spinning opposite directions, it takes away the need for the tail rotor because they counteract each others’ torque effect. This allows more power to go to the main rotor which can increase its overall lift. This design also allows for a faster top speed because the rotors balance out each other when it comes to retreating blade stall. But this system is generally more complex and expensive to design, build, and maintain. The Mi28 type system is easier and cheaper to mass produce and more of a legacy type design. I’d say it really comes down to budget and what someone needs a helicopter to do. As far as militaries, how many helicopters could you get on a certain budget makes a big difference. Great question.
@@helicopterlessonsin10minut10 thank you. Do you know why we in the western world don't have something like that? I mean the US spend the most money out of all nations for it's military And does the h-47 Chinook uses the same art of travel or is this a way different one? Thx for answering!
I think it came down to costs. Coaxial design wasn’t prevalent during the time the Army bought the Blackhawk, Apache, Kiowa, or Chinook. But it’s growing in presence now a coaxial design is actually in the running for one of the Army’s next aircraft purchases to modernize the fleet. To answer your second question, yes the chinook is more similar to the coaxial design but it still hasn’t it’s differences with the rotors being in tandem.
Now here come the questions: How do the pedals make such a helicotper like the Ka52 turn? My assupmption would be that they modify the pitch collectively on ONE of the rotors. Or both?? IE: I wanna turn right, they'll lower the pitch on the clockwise rotor and raise the one that spins CCW, to increase the counter-torque. That would probably also require some input from the requlator (IF the subsequent DEcrease of torque on ONE rotor with the INcrease on the other do not cancel each other out). But is that it? Is that how it works?
I like your videos a lot, but I have a question: when someone makes an "spiral takeoff" aren´t they actually decreasing the "Rotor RPM" in relationship to the airflow? Example when you make a 2RPM spiral T.O. isn´t that RPM going to be subtracted from the main rotor (not in the gage, off course), so you end up with 2RPM less, thus decreasing the actual rotor RMP and increasing the conning angle? I fly Sikorsky S-76 in the offshore industry, sometimes when we are near or at max gross weight with little or no headwind, I feel it´s easier to T.O. by pulling the collective gradually, but with no hesitation, from full down to max takeoff power, being preppare to abort if it fails to leave the ground at 90%Q or have any tendency to a dinamic rollover. This way we are able to takeoff vertically until the 20ft decision point and can fly away, that would be very difficult otherwise. Best regards from Brazil and keep up the good work!
Interesting. I’d never thought of that. But with rotor systems turning generally over 300 RPM, the 1-2 RPM of the pedal turn would account for only a fraction of a percent of rotor RPM as a difference. However, offloading part of the tail rotor requirement for a takeoff by using a spiral can significantly improve climb performance by at least a few percentage of torque. From experience I’ve seen it to be more of an increase in climb rate using the spiral technique. Great point through!
Hey Jacob, I'm very interested to learn more about the springboard takeoff and how the aerodynamics of it work. I can't seem to find anything by looking it up online. Do you have any materials or sites that explain it or another name it is known by? Thanks a lot and thanks for the videos.
I don’t recall ever seeing a written reference. It’s something that’s been passed around the helicopter pilot community, especially in aircraft that frequently don’t have much OGE power.
I’ve got merch listed and also a contribution link in the about section with a PayPal link if you want to buy me a beer or coffee lol. I appreciate the support!
Is your onboard fuel weight a cosideration of somekind in these type of factors as well??? Can ya perform a good "springboard" lift off in an wide open accessed area as well???
Yeah fuel, cargo, passengers, and everything else is considered. You’re planning on total aircraft weight at takeoff. And yes you can do this type of springboard takeoff anywhere. Although it’s not as much of a boost in open areas.
@@helicopterlessonsin10minut10 Okay, cool. Thankya for the reply back. Do ya have a video anywhere in the explanation of a wheeled helo performing ground taxis & rolls??? I try to watch the main rotor blades on these type helos & looks like there's enough positive pitch in the blades/"rotor disc area" to perform the aircraft ground movent but yet not so much for the birds to leave the ground until pilot command imputs says so! How do ya know the right balance & feel between the rolling taxis without the actually aircraft leaving the ground just yet???
For wheeled aircraft it’s usually outlined in an operators manual or training manual how much power to use for different maneuvers. It takes very little pitch to actually ground taxi wheeler aircraft. For rolling takeoffs you could use something like hover power minus 10% and it should get you rolling just fine.
@@helicopterlessonsin10minut10 Okay. . . . . during the taxiing ground roll, im guessing the pilots are applying a touch of "forward" cyclic imput. . . . .yes???
That’s correct. And for a rolling takeoff you’re generally keeping an accelerative attitude and level fuselage without allowing the nose to tip too far forward which could risk front flipping.
I am an old guy who flew Hueys in Vietnam. I love all your videos! Makes me wish I could 'strap' a Huey on again and do some flying.
I wish I could strap into a Huey also. I grew up around them but they were out of the fleet when I became a pilot. It was an amazing and iconic bird!
Your videos reflect strongly on your professionalism and passion for flying. Great Job!!!
Glad you explained the techniques on creating slightly more performance for OGE takeoffs.
Watched your videos on the way in to work and home again for a few weeks leading up to taking the SIFT. Ended up with a 65! These were a huge help, thank you!
I've talked about how I'm most interested in the Mosquito Helicopter (XEL), so not every video is pertinent to me, but know that I watch then all.
To fast and complicated needs to make three out of one video
Thanks for the video brother.
Hi, Extremely helpful videos
Can you please make a video on Power Availability and requirements with special emphasis on Range and Endurance.
Density altitude and problems at high altitude...
Jacob, the springboard and spiral tips to gain a bit more OGE during takeoff are really interesting. However, doesn't that end at the momemt you reach OGE, so in effect you can get to OGE, but once there, you are still underpowered. I assume the followup technique is to transition to ETL to gain more lift and then begin working your way down the mountainside to thicker air where you no longer have a small variable. Can you explain?
A video using OGE and IGE charts
Would you do a video using charts??
Is the angle of attack in OGE same in IGE? Can you explain that Jacob … much appreciate
I'm surprised you left out the other option to do a rolling take off if you have a flat area or an aircraft on wheels? Where you have ground run and once you pick up enough speed and the blades experience ETL you now have sufficient lift to climb. Great video nonetheless!
I left that out because that would be a takeoff that doesn’t require OGE power. Getting through ETL first is always the preferred technique. But if it’s not in the options based on the takeoff area, these techniques can help boost your normal OGE takeoff.
Is it posssible to calculate the HOGE ande the HIGE without the charts, if you know the parameters?
muito bom
Those intros man...nice. and thanks for the Out Of Ground Effect video. Super helpful.
hey I´ve seen you make really good explanations of helicopters, could you tell me what the advantages of having a rotor design like the Ka50&52 Heli vs the the Mi28 (no back tail rotor vs having one)
I am looking forward to hearing from you!!!
Having the stacked rotors like the KA50 is what’s called a coaxial design. By spinning opposite directions, it takes away the need for the tail rotor because they counteract each others’ torque effect. This allows more power to go to the main rotor which can increase its overall lift. This design also allows for a faster top speed because the rotors balance out each other when it comes to retreating blade stall. But this system is generally more complex and expensive to design, build, and maintain. The Mi28 type system is easier and cheaper to mass produce and more of a legacy type design. I’d say it really comes down to budget and what someone needs a helicopter to do. As far as militaries, how many helicopters could you get on a certain budget makes a big difference. Great question.
@@helicopterlessonsin10minut10 thank you.
Do you know why we in the western world don't have something like that?
I mean the US spend the most money out of all nations for it's military
And
does the h-47 Chinook uses the same art of travel or is this a way different one?
Thx for answering!
I think it came down to costs. Coaxial design wasn’t prevalent during the time the Army bought the Blackhawk, Apache, Kiowa, or Chinook. But it’s growing in presence now a coaxial design is actually in the running for one of the Army’s next aircraft purchases to modernize the fleet. To answer your second question, yes the chinook is more similar to the coaxial design but it still hasn’t it’s differences with the rotors being in tandem.
Now here come the questions: How do the pedals make such a helicotper like the Ka52 turn?
My assupmption would be that they modify the pitch collectively on ONE of the rotors. Or both?? IE: I wanna turn right, they'll lower the pitch on the clockwise rotor and raise the one that spins CCW, to increase the counter-torque. That would probably also require some input from the requlator (IF the subsequent DEcrease of torque on ONE rotor with the INcrease on the other do not cancel each other out). But is that it? Is that how it works?
You’re on point. You’d have to change the collective pitch of one of the main rotors to turn or yaw right or left
I like your videos a lot, but I have a question: when someone makes an "spiral takeoff" aren´t they actually decreasing the "Rotor RPM" in relationship to the airflow? Example when you make a 2RPM spiral T.O. isn´t that RPM going to be subtracted from the main rotor (not in the gage, off course), so you end up with 2RPM less, thus decreasing the actual rotor RMP and increasing the conning angle?
I fly Sikorsky S-76 in the offshore industry, sometimes when we are near or at max gross weight with little or no headwind, I feel it´s easier to T.O. by pulling the collective gradually, but with no hesitation, from full down to max takeoff power, being preppare to abort if it fails to leave the ground at 90%Q or have any tendency to a dinamic rollover. This way we are able to takeoff vertically until the 20ft decision point and can fly away, that would be very difficult otherwise.
Best regards from Brazil and keep up the good work!
Interesting. I’d never thought of that. But with rotor systems turning generally over 300 RPM, the 1-2 RPM of the pedal turn would account for only a fraction of a percent of rotor RPM as a difference. However, offloading part of the tail rotor requirement for a takeoff by using a spiral can significantly improve climb performance by at least a few percentage of torque. From experience I’ve seen it to be more of an increase in climb rate using the spiral technique. Great point through!
Hey Jacob, I'm very interested to learn more about the springboard takeoff and how the aerodynamics of it work. I can't seem to find anything by looking it up online. Do you have any materials or sites that explain it or another name it is known by? Thanks a lot and thanks for the videos.
I don’t recall ever seeing a written reference. It’s something that’s been passed around the helicopter pilot community, especially in aircraft that frequently don’t have much OGE power.
Is there anything I can do to support your channel? Merch, patreon, channel membership? Anything like that? Thanks.
I’ve got merch listed and also a contribution link in the about section with a PayPal link if you want to buy me a beer or coffee lol. I appreciate the support!
@@helicopterlessonsin10minut10 Very good. Thank you.
Is your onboard fuel weight a cosideration of somekind in these type of factors as well??? Can ya perform a good "springboard" lift off in an wide open accessed area as well???
Yeah fuel, cargo, passengers, and everything else is considered. You’re planning on total aircraft weight at takeoff. And yes you can do this type of springboard takeoff anywhere. Although it’s not as much of a boost in open areas.
@@helicopterlessonsin10minut10 Okay, cool. Thankya for the reply back. Do ya have a video anywhere in the explanation of a wheeled helo performing ground taxis & rolls??? I try to watch the main rotor blades on these type helos & looks like there's enough positive pitch in the blades/"rotor disc area" to perform the aircraft ground movent but yet not so much for the birds to leave the ground until pilot command imputs says so! How do ya know the right balance & feel between the rolling taxis without the actually aircraft leaving the ground just yet???
For wheeled aircraft it’s usually outlined in an operators manual or training manual how much power to use for different maneuvers. It takes very little pitch to actually ground taxi wheeler aircraft. For rolling takeoffs you could use something like hover power minus 10% and it should get you rolling just fine.
@@helicopterlessonsin10minut10 Okay. . . . . during the taxiing ground roll, im guessing the pilots are applying a touch of "forward" cyclic imput. . . . .yes???
That’s correct. And for a rolling takeoff you’re generally keeping an accelerative attitude and level fuselage without allowing the nose to tip too far forward which could risk front flipping.
Nice job mate
Need a new sharpie haha
Let it fly. It wants to..