Thank you :)

thank you:)

Thanks man:)

Thank you :)

Thanks man❤️😊

Thanks:)

yeah absolutely:) always open for new inputs:)

Thank you :)

Thanks :)

Thanks:) Im was not aware of that. It is not the case in Norway anyways... It is not really suited for external load operations. For pax flights its better with more room and fenesteon. So there the cost might be worth it.

Yeah:) was my first job hehe

Well you are a good instructor

Thanks:)

Thank you:) This job is risky and you are often times operating in areas and conditions that will not allow for a safe landing. The truth is you can't fly helicopters and be safe all the time. Terrain like this I would enter auto rotation, flare and brake the speed as much as possible before hitting the trees. It's just part of the job, and the likelihood of it happening is like a 1.000.000 : 1

@@UpsideDownWash I get the point, makes sense - thanks for the reply and be safe

@@virusblaster12 It's also worth noting that many military rotorcraft have multiple engines so single engine failure doesn't inherently mean an auto rotation must take place.

For forward slope the tail hitting the ground is the main problem. Landing on a forward slope on a ledge (that would be pretty rare) where the tail is free underneath you can run out rearward cyclic and also the main rotor will be getting uncomfortably close to tail and even more so if correcting for tail wind and a high weight. If you are landing nose up i think you can exceed 10 degrees (H125) without too much problem if the surface is OK (of course you shouldn't do it though) but 10 degrees is a lot and if the ground is hard ex stone with gravel on top the vibrations might cause it to slide. Sideways slope you can sometimes run out of cyclic authority sideways. With higher weights and wind from the opposite side of the slope (say slope is going from left high to right low and wind from the left) you need to put quite a lot of cyclic in to the direction of the slope to keep it from slipping down slope as you reduce the friction with the collective on take off, and you might run in to problems with the blades hitting the droop stop. Although it very rare. The main problem is definetly forward slopes. Slopes will not effect startups much since the rotor system is pretty stiff and gets up to idle pretty quickly

We follow the height velocity as much as possible. But in the case of landing in areas where there are obstacles in the way, and where the last bit is vertical, it is better to slow down and be inside the height velocity diagram, than to come in too fast and staying outside the h&v, and not notice a wire for example

@@UpsideDownWash Copy that, thanks!

I did

@@UpsideDownWash ya just saw it but have to disagree with you and I fly arguably an even more power surplus aircraft but to say that you would take a strong tailwind instead of flying into the sun is not good advice in my opinion. If you always plan on being power surplus the day that you are not is going to catch you off guard.

@@craig3665 interesting. I'm not saying I'm right, as I stated in the intro BTW. This is just how I have found the best way to do things. What helicopter do you fly? And if you have more power available why would you choose to have even MORE power over the ability to see properly?

@@UpsideDownWash I fly Black Hawks, I will admit we usually have more eyes than you so I get not wanting to fly into the sun but my LZ recon sequence is as follows I will determine the size, slope, surface, long-axis, and obstacles. I then determine my power requirements, Determine wind Determine my route in usually basing it off winds and my route out and an escape route I then do a low recon verifying my winds, verifying escape route, and verifying touchdown point suitability. On my final approach I make sure that I am set up for landing before reaching my escape point and continue for the landing. The reason we still are concerned about power even when we have plenty of power is because 1. We are not always power surplus and 2. What if we lose an engine.

@@craig3665 ok. I don't know much about black hawks except that they are much bigger and heavier. I will dare say that the reaction time after power application in an H125 is way quicker though. Unless there are severe down drafts in the LZ the wind does not really matter if you manage your apch speed and vertical speed. Side and tail winds will make it a little harder but I have never run out of power because of it (sling loading not included of course). Flame out is of very little concern. With black hawks (and military aviation) I assume taking fire and loosing an engine that way is more reasonable. The amount of wire strikes vs flame outs makes me think it is better to focus on the factor that it is possible to do something about. Except for the importance you place on wind I agree with your procedure. It was a big part of (and also important) flying during flight school but I find the emphasis put on it was not really realistic. Its better if you can have it, but I find the reason people disagree with me on this is because its what they've been taught and not what they've observed. Obviously this is very aircraft type specific

Nope