PI working towards PC here and these are fantastic reviews. It's far easier and more succinct, and easier to stay awake after getting the kids to bed to watch one of your videos than it is to disappear into my iPad. Well done and keep them coming.
Jacob, THANKS for making us better and safer pilots . You booklet is also invaluable and I encourage all viewers to purchase it. It is a great way to commit the videos to memory and prepare for a check ride.
Hi, I would just like to say thank you for taking the time to share this information in an easy to understand and well thought out way. I also really like the way you draw a visualisation on paper, it helps to better understand it. I am a student helicopter pilot and I can definitely say that these videos help. If I am reading the FAA Helicopters flying handbook and I want to make sure I really understand that subject watching your videos help a lot!
Working on PPLH in France on a Cabri G2. Your unique teaching techniques are "magnifique" and a big help. Merci Will you make the in depth autorotation vid???
I wished there was something like your videos a lot earlier! You are awesome! Really enjoy watching your videos and I hope many more people will find out about you!
Thanks a bunch Jacob. These videos are immensely useful. Is there any chance that you could provide a video on what weather conditions affect flight the MOST (humidity, windy conditions, etc.)? Also could you possibly draw us a lesson on human factors in flight (night conditions affecting eyesight and how to overcome them, how to overcome hypoxia, etc.)?
Thanks for these lessons! I plan on starting training in a few months! Were you a Apache pilot? When were you in? My brother was in Army too flew Apaches for twenty five- thirty years
Lol way to keep your 10 minute promise with the 9 Minute 59 second video. Great videos and very helpful for me learning some ground school for flying helicopters. I noticed you haven't posted any new videos in about a year but hopefully you'll come back sometime with some other great stuff as you do seem to have talent with teaching.
Isn’t Vx in a helicopter straight up if performance allows? 0 airspeed in 0 winds and a 500fpm climb would give me the best angle. Density altitude, OGE hover performance, and excess power available would play factor if 0 airspeed climb is possible. Also 0 airspeed climb would also put aircraft in shaded region of hight velocity diagram.
Vx is zero, if you have the power to do so. (FAA-HFH-7-7). Yes, you would be operating in the "dead man's curve" until you reach a safe altitude and/or speed so it's better to get some speed, if you can. Note, you can still be in a dangerous position with speed if you have nowhere to set down in an engine failure. If you have no space, face the wind, clear the obstacles and get the airspeed. If you have no performance and no space, don't take off until you do.
Thanks for putting these lessons together Jake. I'm in the 64E course now and they are extremely helpful. Was wondering if you could do one on mushing when you get the chance. Thanks again
Thanks for the clear explanation. A thought concerning Max Range Speed. I don't know the exact calculation, but I believe Max Range has to take wind into account. Here's an extreme case example to understand: say your Vbr is 80kts, if you have a head wind of also 80kts, you will have a better range by flying faster. Your Vbr should increase in headwinds, as less time spend in headwind will get you further, and reduce in tailwind. What's your thought on that?
Winds always vary and so it’s hard to plan a ground speed based off of winds. Max range airspeed has to do with drag, fuel flow, and distance covered. In all cases (headwind, tailwind, or crosswind), max range will be the most efficient speed for covering distance although the actual ground speed could vary.
I love your videos and have been watching them since before I took the SIFT. Now that I’ve been through flight school I’m trying to dial in some of these more advanced concepts and I’m really struggling with how to find Vx. I cannot for the life of me figure out where to get the number to start with at the bottom. Max cruise TQ DE on my PPC is 125% so my bucket speed TQ is 62.5%. Where do I start for Vx? 125% puts me WAAAAY to the right of GW. I tried putting it at the GW/TQ intersect at the bottom (like it appears to do in the video) but that put my Vx below my bucket speed.
Good day sir Jacob, If you are thinking of a next topic to make a video with. I respectfully request that kindly take into consideration the topic of Dead man's Curve thanks
Shaheed Gadjali. I'm not familiar with that terms as it applies to helicopters. Are you referring to the "leans" as one of the forms of spatial disorientation?
@@FallOutSha I got it now. I know what you're talking about but had never heard it referred to as a "Dead man's Curve." I'll add that to the list of videos to make! Thanks for the feedback.
DiabeticManatee. I'd recommend these videos for aerodynamics as well as Rotorcraft Flying Handbook (amzn.to/2ifPlnZ) and SIFT Study Guide and Practice Questions (amzn.to/2STLnPw)
Great video series. Quick question, I am an IFR fixed wing pilot, and one speed we keep in our minds is Va, manuvering speed (in rough air). Are helicopters subject to g-loading during flight in rough air? If so, is there a Va speed for helicopters?
Couid you do the drag /power v airspeed graph as no one had really done it well for rotary wing explaining relationship of excess power and best rate of climb and best angle of climb , please ?
Mawson Casey. I can add a video covering “Bucket Speed” as it relates to greatest excess power available. But this video already covers best rate of climb and best climb angle.
So if you are looking at counterintuituve phrases think of it like this. Hover = 0 knots. Translational lift = 1 knot. Transverse flow effect = 12 - 15 knots. ETL = 16 to 24 knots. IGE is within 1 rotor diameter. OGE is above 1 rotor diameter. Is the wind ever ever ever ever so calm its exactly 0 speed? According to this it's almost like you'd never be in a hover you're always in translational lift even if you have exactly zero knots ground speed you always have some AirSpeed and that's how you measure translational lift. Even if you had just enough clearance for your rotors not to hit walls and you were completely boxed in with walls surrounding the helicopter with just enough space for your rotors to spin around via coriolis effect the vortices from the induced flow from your rotors would blow down and towards the walls and back towards your helicopter giving you some airspeed. Therefore you are never at 0 knots. Not sure if that's why he used VX as a counterintuitive but just putting a counterintuitive to make the other counterintuitive now seems so counterintuitive. Make sense? 😉
I have a question in relation to air-frame choice. Why did you choose the 64 over the 60 or the 47? I have been thinking of trying to go 64 but I have heard that they might not fly as much as the other air-frames due to lack of mission diversity. If you could give some insight on what made you choose the 64 that would be great. Thanks
Kagan Smith. Personally it's because I wanted the offensive mission. I wanted to be the aggressor on the prowl with the power to shape situations. I grew up hunting deer and wanted to apply the same primitive instincts of scouting, tracking, and pursuing to the air. Carrying around passengers and cargo just didn't appeal. Not to mention the personality types are drastically different in the "lift" community compared to the attack/recon community. Lift pilots plan routes in painful detail and rigidly execute missions while Attack pilots flexibly adapt based on key terrain, enemy, patterns of movement, etc. in order to execute an attack. Each unit differs when it comes to flight time but I've never had trouble getting hours. Most importantly, if your heart doesn't push you towards the Attack community, you're better off staying out of it. We don't want someone who doesn't think like this. Thanks for the question.
hi Jabob. I have a rather irrelevant question. I read from the Wagtendonk book that lowering the collective also lowers the horsepower available, and vice versa. What is the reason behind this principle? Thanks!
David Iliescu. Great question! Vx is used when going straight up isn't an option due to power limitations. Vx refers to the speed at a max power setting that gives optimum obstacle clearance. For instance: Vx could be 40 knots with 100% power applied. Those 2 conditions create the best climb angle for that aircraft. I hope that helps.
I don't understand this Vx thing. Isn't the best climb angle for tight spaces 90° up? Infinite height for 0m over the ground, basically altitude/distance, but distance = 0. Of course this assumes that you can hover with < 100% torque.
Good question. The answer is no. Max endurance is like coasting in your car with very little gas applied. It may be able to run all day like that. But it’s no efficient for distance. But max range is the exact fuel burn to mileage ratio that gets you the furthest distance overall. You may be able to fly a long time at max endurance. But you won’t cover as much distance.
Nope. When you transition from mav ebdurance to max range the percentage increase in consumption is higher than the percentage in increase in distance and vice versa. So you will go further but run out of fuel in less time. So instead of covering 70 miles in an hour, you will cover 100 miles in 55 minutes. For example.
Please keep the training videos coming, your professionalism in presenting the aerodynamics of helicopter flight Are Much appreciated.
PI working towards PC here and these are fantastic reviews. It's far easier and more succinct, and easier to stay awake after getting the kids to bed to watch one of your videos than it is to disappear into my iPad. Well done and keep them coming.
Jacob, THANKS for making us better and safer pilots .
You booklet is also invaluable and I encourage all viewers to purchase it.
It is a great way to commit the videos to memory and prepare for a check ride.
Thomas Nastoff what booklet? Link?
Simply outstanding bro. Keep going 👍
Absolutely love what you’re doing! Easy to follow along, steady flow, and THEE best way to provide examples! World class instructor! Thanks man!
These videos are superb, they are really helping me stay fresh during this COVID-19 pause in my flight training, so thank you!
Hi, I would just like to say thank you for taking the time to share this information in an easy to understand and well thought out way. I also really like the way you draw a visualisation on paper, it helps to better understand it. I am a student helicopter pilot and I can definitely say that these videos help. If I am reading the FAA Helicopters flying handbook and I want to make sure I really understand that subject watching your videos help a lot!
Sebs. Thanks for the feedback!
Working on PPLH in France on a Cabri G2. Your unique teaching techniques are "magnifique" and a big help.
Merci
Will you make the in depth autorotation vid???
Just wanted to thank you for these lessons. Was a great help to me on the SIFT. Just got accepted and I'll be flying 60s for the guard!
Singhdrew An. Awesome!
I wished there was something like your videos a lot earlier! You are awesome! Really enjoy watching your videos and I hope many more people will find out about you!
Impresive
Thanks a bunch Jacob. These videos are immensely useful. Is there any chance that you could provide a video on what weather conditions affect flight the MOST (humidity, windy conditions, etc.)? Also could you possibly draw us a lesson on human factors in flight (night conditions affecting eyesight and how to overcome them, how to overcome hypoxia, etc.)?
Zach Watts. I'd add that to the list. Thanks for the feedback!
Thanks for these lessons! I plan on starting training in a few months! Were you a Apache pilot? When were you in? My brother was in Army too flew Apaches for twenty five- thirty years
Lol way to keep your 10 minute promise with the 9 Minute 59 second video. Great videos and very helpful for me learning some ground school for flying helicopters. I noticed you haven't posted any new videos in about a year but hopefully you'll come back sometime with some other great stuff as you do seem to have talent with teaching.
Isn’t Vx in a helicopter straight up if performance allows? 0 airspeed in 0 winds and a 500fpm climb would give me the best angle. Density altitude, OGE hover performance, and excess power available would play factor if 0 airspeed climb is possible. Also 0 airspeed climb would also put aircraft in shaded region of hight velocity diagram.
Vx is zero, if you have the power to do so. (FAA-HFH-7-7). Yes, you would be operating in the "dead man's curve" until you reach a safe altitude and/or speed so it's better to get some speed, if you can. Note, you can still be in a dangerous position with speed if you have nowhere to set down in an engine failure. If you have no space, face the wind, clear the obstacles and get the airspeed. If you have no performance and no space, don't take off until you do.
Thank you again sir
thx Jacob, great video.
Thanks for putting these lessons together Jake. I'm in the 64E course now and they are extremely helpful. Was wondering if you could do one on mushing when you get the chance. Thanks again
Matthew Whitney. Glad the videos are helping out. Sure thing on the mushing video.
This might be a dumb question but wouldn't the Vx on a helicopter be straight up therefore the Vx would just be the maximum rate of vertical climb
Very informative, thank you!
Mark
Another good one, thanks for sharing this, really appreciate it !
Good job !! 🚁
Excellent. I’m not a heli pilot but a ppl fixed wings. But thinking about learning to fly helicopter...
You Deserve Even BETTER Ratio's !
Thanks for the clear explanation.
A thought concerning Max Range Speed. I don't know the exact calculation, but I believe Max Range has to take wind into account. Here's an extreme case example to understand: say your Vbr is 80kts, if you have a head wind of also 80kts, you will have a better range by flying faster. Your Vbr should increase in headwinds, as less time spend in headwind will get you further, and reduce in tailwind.
What's your thought on that?
Winds always vary and so it’s hard to plan a ground speed based off of winds. Max range airspeed has to do with drag, fuel flow, and distance covered. In all cases (headwind, tailwind, or crosswind), max range will be the most efficient speed for covering distance although the actual ground speed could vary.
I love your videos and have been watching them since before I took the SIFT. Now that I’ve been through flight school I’m trying to dial in some of these more advanced concepts and I’m really struggling with how to find Vx. I cannot for the life of me figure out where to get the number to start with at the bottom. Max cruise TQ DE on my PPC is 125% so my bucket speed TQ is 62.5%. Where do I start for Vx? 125% puts me WAAAAY to the right of GW. I tried putting it at the GW/TQ intersect at the bottom (like it appears to do in the video) but that put my Vx below my bucket speed.
How did you not lose your mind @ flight school? I just started and damn... My face melts daily lol
andrew rose. Lol! You just have to take it 1 course at a time. You'll get through it though. Stay motivated!
@andrew rose Are you a pilot now? How did it go? Did you survive ground school? Lol
Good videos.
thank you
Good day sir Jacob, If you are thinking of a next topic to make a video with. I respectfully request that kindly take into consideration the topic of Dead man's Curve thanks
Shaheed Gadjali. I'm not familiar with that terms as it applies to helicopters. Are you referring to the "leans" as one of the forms of spatial disorientation?
@@helicopterlessonsin10minut10 Sir jacob, here is a link sir. www.copters.com/pilot/hvcurve.html
it refers to height velocity diagram. thanks
@@FallOutSha I got it now. I know what you're talking about but had never heard it referred to as a "Dead man's Curve." I'll add that to the list of videos to make! Thanks for the feedback.
@@helicopterlessonsin10minut10 thank you, Godspeed sir
What would be the best altitude for the range, and how do I take this parameter into consideration?
Thank you
Thank you for making these video, Sir. Do you believe they will help me studying and taking the SIFT?
DiabeticManatee. I'd recommend these videos for aerodynamics as well as Rotorcraft Flying Handbook (amzn.to/2ifPlnZ) and SIFT Study Guide and Practice Questions (amzn.to/2STLnPw)
Great video series. Quick question, I am an IFR fixed wing pilot, and one speed we keep in our minds is Va, manuvering speed (in rough air). Are helicopters subject to g-loading during flight in rough air? If so, is there a Va speed for helicopters?
Plz make one on flapping
Couid you do the drag /power v airspeed graph as no one had really done it well for rotary wing explaining relationship of excess power and best rate of climb and best angle of climb , please ?
Mawson Casey. I can add a video covering “Bucket Speed” as it relates to greatest excess power available. But this video already covers best rate of climb and best climb angle.
Helicopter Lessons In 10 Minutes or Less that would be great to add another video in bucket speed .
Vx sounds counterintuitive.. why isn't Vx in a helicopter in general 0Kts, given we're inside HOGE capable altitude.
So if you are looking at counterintuituve phrases think of it like this. Hover = 0 knots. Translational lift = 1 knot. Transverse flow effect = 12 - 15 knots. ETL = 16 to 24 knots. IGE is within 1 rotor diameter. OGE is above 1 rotor diameter. Is the wind ever ever ever ever so calm its exactly 0 speed? According to this it's almost like you'd never be in a hover you're always in translational lift even if you have exactly zero knots ground speed you always have some AirSpeed and that's how you measure translational lift. Even if you had just enough clearance for your rotors not to hit walls and you were completely boxed in with walls surrounding the helicopter with just enough space for your rotors to spin around via coriolis effect the vortices from the induced flow from your rotors would blow down and towards the walls and back towards your helicopter giving you some airspeed. Therefore you are never at 0 knots. Not sure if that's why he used VX as a counterintuitive but just putting a counterintuitive to make the other counterintuitive now seems so counterintuitive. Make sense? 😉
I have a question in relation to air-frame choice. Why did you choose the 64 over the 60 or the 47? I have been thinking of trying to go 64 but I have heard that they might not fly as much as the other air-frames due to lack of mission diversity. If you could give some insight on what made you choose the 64 that would be great. Thanks
Kagan Smith. Personally it's because I wanted the offensive mission. I wanted to be the aggressor on the prowl with the power to shape situations. I grew up hunting deer and wanted to apply the same primitive instincts of scouting, tracking, and pursuing to the air. Carrying around passengers and cargo just didn't appeal. Not to mention the personality types are drastically different in the "lift" community compared to the attack/recon community. Lift pilots plan routes in painful detail and rigidly execute missions while Attack pilots flexibly adapt based on key terrain, enemy, patterns of movement, etc. in order to execute an attack. Each unit differs when it comes to flight time but I've never had trouble getting hours. Most importantly, if your heart doesn't push you towards the Attack community, you're better off staying out of it. We don't want someone who doesn't think like this. Thanks for the question.
You're doing God's work. I thank you.
Heading north
what are these speeds in a R44
How many flight hour do you have ?
Just enough to make a TH-cam channel lol.
hi Jabob. I have a rather irrelevant question. I read from the Wagtendonk book that lowering the collective also lowers the horsepower available, and vice versa. What is the reason behind this principle? Thanks!
Leo Wu. I've never heard that. Lowering the collective would reduce the horsepower used, but not available horsepower.
What's that intro music? 😍
Isn't the best climb angle by definition always just straight up? And why is it called Vx when it's referring to an angle and not an airspeed?
David Iliescu. Great question! Vx is used when going straight up isn't an option due to power limitations. Vx refers to the speed at a max power setting that gives optimum obstacle clearance. For instance: Vx could be 40 knots with 100% power applied. Those 2 conditions create the best climb angle for that aircraft. I hope that helps.
I don't understand this Vx thing. Isn't the best climb angle for tight spaces 90° up? Infinite height for 0m over the ground, basically altitude/distance, but distance = 0. Of course this assumes that you can hover with < 100% torque.
Here’s a question I was asked and still can’t find an answer to.
Could max endurance get you the same distance as max range just at a slower pace?
Good question. The answer is no. Max endurance is like coasting in your car with very little gas applied. It may be able to run all day like that. But it’s no efficient for distance. But max range is the exact fuel burn to mileage ratio that gets you the furthest distance overall. You may be able to fly a long time at max endurance. But you won’t cover as much distance.
Helicopter Lessons In 10 Minutes or Less awesome thanks! Now I’ve got an answer for my IP
Nope. When you transition from mav ebdurance to max range the percentage increase in consumption is higher than the percentage in increase in distance and vice versa. So you will go further but run out of fuel in less time. So instead of covering 70 miles in an hour, you will cover 100 miles in 55 minutes. For example.
Spool up
My flight instructor use to say if you go pass Vne you’re now a test pilot
Lol! That or you didn’t know what VNE was and you wandered into it.
Curves líne mean TOTAL DRAG or Gross weight?
It’s actually based on total drag gross weight. Both require higher power settings to fly.
I could've had a Vh!
Vbr = speed/FF
Love the vid, but don't you get paid more if you go over 10 min? Just add a couple of seconds to the end.
👃