Full Down Autorotation In Cabri G2 Helicopter (Engine Off) EASY!
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- čas přidán 3. 12. 2022
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Hey! In this video we go out and Practice Full Down Autorotations In The Guimbal Cabri G2 Helicopter! Practicing full down autos is not something to take lightly and they have a lot of risk involved if they are not done correctly. So it is important to practice them in a safe environment like I did here with a large runway. But when they are done correctly they are very safe and can help make a pilot feel very confident in the event of an engine failure! What do you think? Do you practice them and how so?
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Seeing the shadow is really useful as well - thanks.
I did a bit of training with Dennis Kenyon in the UK and he used to say a run-on auto was great and any auto you can walk away from is even better but what if you were flying over an area that was heavily populated. An auto into someone's back garden was good but no good if you run- on and crashed into the property. His answer was to start with an aggressive flare at 50 feet and hold that to about 20 feet before pushing the nose forward and lifting the collective up to cushion the ground contact which was always very soft with no run-on. We did this many times and even to sloping ground. This was in a Hughes 300.
Good video...about the auto, as a retired DPE of over 40 yrs +, the deceleration (decel) (aerodynamic term) or some call a flare is suppose to accomplish 2 important items: Reduce ground speed (touchdown) and reduce rate of decent. Then the second part where the decel is left off, is a small amount of up collective called the initial. That further reduces grounds speed (since the helicopter is still in a nose high attitude), level, then cushion with reminder of the collective......There are 3 categories of deceleration: 1. Full decel ( the best/usually with high inertia rotor systems, ie BH-206)), partial decel (low inertia systems (articular rotors) (what the video shows) and finally no decel ( that is 55 kts down to about 5-10 feet, then initial (collective) & then cushion.
Superb video. I think it would be useful to have the instrument panel in the sub window to see Vertical speed and airspeed.
Also! I love the exterior video camera for learning.
Probably the best video I found on autorotation currently learning to do that my self on the cabri g2
Meant to mention I love the channel
Damn that thing can glide compared to the R22! Nice work.
great job!
Thank you so much Henry!!
Are setting the blades to a certain pitch?
Great job man!
I'm more of a reduce throttle to idle, then lower collective to give a better simulation of an engine failure.
When you roll the throttle to idle, I assume you're rolling it all the way to the mechanical stop... to keep the correlator out of the picture when you raise the collective in the flare?
what prompts you to count down from 3 and then start the flare?
What sort of money do I need to get a simulator this good? It's incredible.
This helicopter is sold with a hover simulator. It free floats across the ramp and uses a metal arm to stabilize the helicopter. Pictures of it are out there.
I noticed as the landing gear makes contact with the runway the noise of the helicopter “wiggled” to the left and right are you controlling your nose with peddles? Or is there no controlling the noise when the landing gear is dragging across the runway?
Correct. The nose is still steered with the pedals, but the more inertia you have pulled out of the rotor for flaring and cushioning the landing, the more pedal input is needed to do so. It's important to keep the nose straight when sliding to prevent a roll over.
Bloody brilliant
I’ve been instructed to do a more aggressive flare in order to loss more speed to make the final cushion almost at zero forward speed, is that a specific of the Cabri?
No that is the proper way to do it! You want to land with minimal forward airspeed! These that I showed are a bit easier and how I intially introduce my students to full downs. Good question.
Ok. The first you’ve made were really more sliding, the latest were more like the one that I made. As you said in some cases you can’t slide, over a bumpy ground is better to make a firm auto. In any case good job, what are you using to register the cockpit audio?
They got progressively better (ie, shorter ground runs). Would you be willing to do those onto smooth grass?
Really! By the end of the day the skids will be ground flat.
@@jcoghill2 the skids will not be damaged. The G2 is fitted with swappable carbide shoes underneath the skids. Carbide is an extremely hard material that has almost no wear when sliding across asphalt. The G2 at my school are still on the original shoes after 5 years of student flying (and we slide across the runway all the time for different exercises). 🙂 I think Stephen is asking if he's willing to do full downs onto grass because doing it onto softer surfaces, you'll have increased risk of the ground being too soft, subsequently tipping/rolling the helicopter over.
Now you get to look for holes in landing skids? 🤔🤔🤔
No! The bottom of the skids have carbide plates that protect the skids. You can replace the carbide pads and have no damage!
Not heli pilot. Wondering how you deal with ground resonance. Or is that not a thing with auto rotation.
Ground resonance is always a risk on a tri-blade system with lead/lag dampeners. In autorotation you'll have to live with the potential risk of ground resonance when setting it down hard, as the only practical way out of GR is to raise the collective and get airborne (in order to disconnect from the ground and let the oscillations settle). And obviously you can't do that with an engine out. When the rotor rpm is low, you're supposed to use the rotor brake, but to be honest, the rotor brake on the G2 isn't strong enough to make a real difference. But I think the risk of getting both engine out and GR is pretty low.