What happens when you're at 3.000 feet and lose oil pressure in your WW2 Russian Yak?

[onemeangixxer7502]

I would definitely rather be in a dead stick plane than a helicopter, lol. You have to be at a minimum altitude to even be able to begin an auto rotation. And to my knowledge you don't have a whole lot of control over where you're going down either. Lastly, it would just be a terrifying situation I would imagine... you have to plummet to the earth and at the last moment twist the collective to pitch the blades to use the kinetic energy to give you a burst of thrust before you smash into the ground. Do they even teach you how to auto rotate in flight training?

No, no, no, and yes EXTENSIVELY

[CJ]

No, no, no, and yes EXTENSIVELY

Thats good to know. As for the previously, how are you going to auto rotate if you don't have the necessary altitude to get the blades up to speed? Do you immediately bring it down using the remaining power from the motor?

[onemeangixxer7502]

Thats good to know. As for the previously, how are you going to auto rotate if you don't have the necessary altitude to get the blades up to speed? Do you immediately bring it down using the remaining power from the motor?

The engine rotors free wheel from engine. Its all due from kinetic and potential energy. The helicopters attitude on the way down is tail low and the air coming through them maintains rotor rpm which is the potential energy. The kinetic energy is used to cushion the landing an thats the inertia stored in the blades. They can go pretty much any direction on the way down there's just certain altitude and airspeed combos that are unfavorable. Once engine quits you lower the collective to reduce the drag on the blades and the inertia is what keeps them spinning at that point until you establish the glide. They publish the parameters for alt and airspeed in the Pilots operating handbook and they basically set the guidelines for altitudes and airspeeds the average pilot can react to get the aircraft safely to the ground.

[CJ]

The engine rotors free wheel from engine. Its all due from kinetic and potential energy. The helicopters attitude on the way down is tail low and the air coming through them maintains rotor rpm which is the potential energy. The kinetic energy is used to cushion the landing an thats the inertia stored in the blades. They can go pretty much any direction on the way down there's just certain altitude and airspeed combos that are unfavorable. Once engine quits you lower the collective to reduce the drag on the blades and the inertia is what keeps them spinning at that point until you establish the glide. They publish the parameters for alt and airspeed in the Pilots operating handbook and they basically set the guidelines for altitudes and airspeeds the average pilot can react to get the aircraft safely to the ground.

Yeah that's pretty much how I understood it as well. But the part about removing the pitch from the blades I didn't consider, but it makes sense. So you remove all pitch on the collective to reduce drag on the rotor? I thought you would increase pitch to allow the airspeed to spin the blades up to speed. Is that how you do it at higher altitudes? Because I would assume if you're really high up you would lose the majority of the potential energy on the descent.

[onemeangixxer7502]

Yeah that's pretty much how I understood it as well. But the part about removing the pitch from the blades I didn't consider, but it makes sense. So you remove all pitch on the collective to reduce drag on the rotor? I thought you would increase pitch to allow the airspeed to spin the blades up to speed. Is that how you do it at higher altitudes? Because I would assume if you're really high up you would lose the majority of the potential energy on the descent.

The altitude and airspeed is the potential energy. If you increase the pitch angle you increase the drag and that slows them down . This video are full touch downs in a trainer . Flight idle the whole way down.

[CJ]

The altitude and airspeed is the potential energy. If you increase the pitch angle you increase the drag and that slows them down . This video are full touch downs in a trainer . Flight idle the whole way down.

If you keep the blades on a rotor flat it won't spin at all if you blow on it, you have to angle the blades to direct the air to spin the rotor, right? It was explained to me that in the event you have a transmission failure, or a loss of rotor speed, you were suppose to disengage the transmission, and windmill the rotor on your descent by using the collective to spin the rotor up to speed, then flare right at landing. I understand what you're saying about conserving the already existing rotor speed - which is something I did not know until you explained it.

[onemeangixxer7502]

If you keep the blades on a rotor flat it won't spin at all if you blow on it, you have to angle the blades to direct the air to spin the rotor, right? It was explained to me that in the event you have a transmission failure, or a loss of rotor speed, you were suppose to disengage the transmission, and windmill the rotor on your descent by using the collective to spin the rotor up to speed, then flare right at landing.

HAHA Ill message yah as to not clutter it up to bad

[CJ]

HAHA Ill message yah as to not clutter it up to bad

It's my thread, shit all over it. This is need to know now info. Just in case I'm unable to download how to fly a helicopter using the matrix.

[onemeangixxer7502]

LOL ok y ou got it in pm as well

he change in flight attitude is what keeps the rotor spinning.

IF the transmission quit the blades would stop and the helicopter is a big lawn dart. There is a clutch on the engine side that disengages the rotors from the engine in the event of an engine failure. When the engine quits you will see a momentary drop in rotor speed that is regained as you enter the autorotation and lightly flare to slow it down and regain the rotorspeed

[CWO]

props to that guy

[onemeangixxer7502]

props to that guy

no shit ,engine out in anything would blow. LOL

[SS Junk]

props to that guy

I see there what you did.

[tribaltalon]

having ridden through both a deadstick (unplanned) and an autorotation (planned), i do prefer the autorotation. An experienced rotor pilot can make it seem like a routine landing. kind of. LOL.. now a tail rotor failure.. then that makes the autorotation a little more interesting.