July, 2009

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Lesson 22 – 31st July 2009 – 1455 – 1 hour 25 minutes – Total so far – 24 hours 24 mins

Friday, July 31st, 2009

Today’s lesson was a cross-country navigation exercise. It was a round trip from Newcastle, flying overhead Seaham, Durham Tees Airport, Hexham and then returning to EGNT (Newcastle Airport).

It was in G-BZBU, the HP variant of the R22.

I was kicking myself before we even got started, because I’d charged up the camera, brought “film”, even got windscreen wash to clean the helicopter bubble window, only to find I’d forgotten the mount which straps the camera to my head ! Gutted !!

Quite an uneventful flight as flights go, but good pratice nonetheless.

We departed south over the Tyne Bridges, and headed to Seaham. I’d plotted the route the day before and updated the headings with the Spot Winds earlier in the day. The route was a very easy route. Halfway between EGNT and Seaham is a windfarm. In fact, each of the 3 main legs had windfarms half way along the legs, which made navigation a breeze. I held headings ok, but my altitude varied +/- 300 feet depending on how much there was to distract me on the ground.

The only eventful things were some amusing R/T banter. Someone had had a bird strike at EGNT after we had took off, and someone sounded like a 12 year old girl, which we found amusing and then someone else sounded VERY laid back, not so funny when you just read about it, but funny to us. Oh, and while I remember, EGNT Tower hadn’t received our booking out form, so I had to book out on the radio, which was a first.

On the leg from EGNV (Durham Tees) to EGNT, Steve said something like……..

Steve :- Do you remember the adverts about Martini ?
dp :- Anytime, anywhere, any place, that’s…………
Steve :- Engine Failure, Engine Failure, Engine Failure.

Well, by the time, I was answering him, my heckles were up, and I was ready for something unexpected, so I don’t think he even got his second Engine Failure fully out, and we were autorotating. It still took me a bit by surprise though, ‘cos I hadn’t thought through what I had to do, so although I had rammed the collective down, I’m not so sure I would have caught the rotor rpm if Steve hadn’t done his spiel where he reminds me about that and balance.

But, I caught the rotor rpm, I even caught the balance, but then as things were going so well, I started doing the Mayday call, and then I lost track of the balance, and the speed “appeared” to drop off, but that was soon corrected.

When Steve asked which field am I going for, I had a nice one into wind, but it was an uphill slope, so when Steve told me of this, I chose another next to it. Lesson learned !  When I used to fly microlights, I would often land on uphill slopes, but I expect this is much trickier in a helicopter.

We did a power recovery at about 500-600 feet and then continued to Hexham. On the way back, I called Newcastle Radar, and their reply didn’t make any sense. I think they told us to not go any farther south than Blyth. Well, we were 30 miles south of Blyth when we called ?!

A little later, it was very clear that he had us confused with another aircraft, even after I had told him we were over Tow Law (10′s of MILES south of Blyth). Eventually, he asked our intentions, once I told him what they were, he seemed happy with who we were.

We had to hold for about 7 minutes overhead the Northern Boundary as some a/c landed and departed, but then we were cleared to land on Taxiway Foxtrot (not the runway), which was nifty. It was the first time I’d done this, and it was nice to do a transition that carries on in the same direction as a taxi to the stand.

Sorry there is no video footage, my bad.

Here’s a photo of Steve about to fill up G-BZBU.

stevefillinggbzbu

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Videos from Saturday’s flying

Monday, July 27th, 2009

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Lesson 21 – 25th July 2009 – 1455 – 1 hour – Total so far – 22 hours 59mins

Saturday, July 25th, 2009

Well, I was gutted last night when I learned that the Carlisle trip (planned for today) wasn’t going ahead for various reasons. I found out when I was half-way planning the routing, just to make things even more frustrating. But, all is not lost, with a great lesson taking its place.

Sunderland International Air show is going on today at the seafront, so Newcastle Airport was hectic traffic-wise with all the departing show traffic. But, Steve said he could do a lesson nonetheless, so I went to EGNT.

He was still out on a trial lesson, so while I waited I planned the routing for a trip I wanted to do. Steve had said that the next lesson would be some navigation to a certain spot. I was keen to do some more autorotation practice, so I had planned a lesson in my head, that involved a navigation to Esh Winning (where we live), and then on the way back, I’d hope we’d do some autorotation practice.

I put the idea to Steve and he was very happy with the plan. He told me to book out via Blaydon VRP, which I did and then went out to check over the helicopter.

It was great being out on the General Aviation (GA) Apron as all the fast jets for the airshow were there. There were F16s, RAF Hawks, Apache Helicopters, a Chinook taking off, some aerobatic planes taxi’ing. It was awesome. I took some video footage today of the GA Apron, and hopefully will post the edited highlights tomorrow. I also video’ed the whole flight today with a helmet cam, but that will need heavy editing, so again, hopefully tomorrow, that’ll be up.

So, I went out to check out the heli. It was VERY close to the bowser (about 10 feet from the rotor blade, and VERY close to a beautifully decal’ed Hawk (probably about 10 feet too). As I was doing the checks around the heli, the pilot was in the Hawk, prepping it for departure. He’d started up and taxi’ed off before I’d finish my checks. I think word has got around about my hovering skills ;-)

Busy on R/T today. I asked for startup, and was granted that straight away. Whilst I was waiting for things to get upto speed, I called for clearance, but was asked to “Standby”. 5 minutes later, Steve arrived, and still no callback, so Steve suggested a reminder call, and it worked, and we had clearance to go.

Once upto speed, call for taxi. I didn’t think Steve would let me liftoff so close to the bowser, but he did. Thanks Steve. I was pleased when we were clear of it. We taxi’ed past 4 fighter jets (2 on the left, 2 on the right), an Apache Longbow helicopter (I think) and a light a/c who’d taxi’ed ahead of us. And we hovered next to Foxtrot. Typical polite dp, I just hovered next to Foxtrot, thinking the light a/c was first and he should go first, but Steve just said to tell Tower we’re ready for departure and sure enough, we were given immediate takeoff clearance. Footage to follow……

For the first time ever, we headed south ! Exiting the zone overhead Blaydon (Visual Reference Point). And then following the headings I’d worked out to get us to Esh Winning. Although I did set the headings and fly them, I was too much in awe of seeing the geography of the south of Newcastle to properly do the navigation. I had forgotten to time the legs, and was just navigating (with Steve’s help), by the 2 (bloody) big aerials between Newcastle and Esh Winning.

It took me 40-45 minutes to drive to the airport, it took 13 minutes to fly it in a helicopter. Straight line travel is awesome !

I’d warned kp that I was due (and what time), and she’d tipped off Tommy and Eileen (our neighbours) so when we overflew Esh Winning, I could see Tommy and Eileen in the drive, but couldn’t see kp and Michelle and Freddy who were visiting. I purposely had flown a safe height (probably about 800 feet agl), so they were just dots, but because I was looking for kp in the front garden, I didn’t see them waving in the back – I was too much concentrating on the flying.

We did a 30 degree turn out of Esh Winning and headed to the Windmill Farm at Tow Law, where we started the first of many autorotations. The first one was a simple (no turns) job. I was pleased that I controlled the rotor rpm correctly, and would have made a field into wind fine.

The next one was a 90′ turn autorotation. Again, that went fine, and then I think we did a 180′ turn auto somewhere near Kielder reservoir. That went fine too.

It wasn’t all good though. Although I had done what I told myself I MUST do, AVIATE then COMMUNICATE. I had totally AVIATED correctly, but had forgotten to do the Mayday call. But Steve did it each time, so it gradually sinks in to me !!!

I’ll get that next time.

A lot of learning to fly helicopters is getting so comfortable with something that it requires zero thought, that you can then concentrate on something else. For example, hovering used to take 150% of my CPU cycles to do it badly and now I can do a half decent job on 20% of my CPU cycles. In fact, at times, I’m not even thinking about it, which is great.

Once i get to that stage with auto’s, I’ll be able to do the Mayday call no bother.

So, all the autos went well. These were all autos with powered recoveries at about 300-500 feet.

Once we were getting close to the Newcastle Zone, we stopped doing them and I made the call for rejoin instructions and we were told to hold overhead the Tyne Bridges, which we duly did. The reason for the delay was the most sophisticated fighter a/c ever built (Typhoon) was on final approach and for some reason he had priority landing ;-)

With him down, we flew onto left base leg for Runway 25, and then unusually Steve said something to Tower. I couldn’t hear what he said, just as he can’t hear what I say to tower, because of the headset setup G-MAVI has. We can hear each other without having to push any buttons (live setup I think he calls it), but it means we can’t hear what each other say on the radio.

It turns out he’d got permission to do an autorotation final approach to a powered recover at 5 feet and I’D be doing the whole thing. So exciting !!

I’d asked Steve before we left, if he’d mind if I call out what I’m doing and when I’m going to flare. Normally Steve does a running commentary, saying “Not Yet, Not Yet, Not Yet, Flare” as we come in without engine power.

I thought if I did it, Steve would feel more able to relax knowing that I WAS going to do the flare at the right point.

So, as we were coming in with a very fast descent rate, I was calling out “Not Yet, Not Yet, Not Yet, Nearly going to Flare, Flaring Now” or something like that. I did the flare and the flare (I thought) was good. We ended up with zero ground speed and zero vertical speed, so all was left was the final cushion. So, as Steve says, it was then time for “Pop”, pull the collective up and recover to a 5 feet hover. Well, there was a bit too much yaw, but that was my bad. Overall, I was really pleased with it. Steve later told me that the rotor rpm went a bit high. I have NO idea why it did this, so will have to ask next time.

This was the first time I’d done the whole thing from entry to recovery with no Steve input. As Steve later said, it’s a good autorotation if you can walk away alive and he said we would have done. Good enough for me.

The final bit was the best bit. The GA apron was still chocka block and the Hawk was back, meaning I had 10 feet (if not less) either side of me to get the heli down. Steve let me do it, credit to him. I went in nose first, and then had to do a 180′ yaw. It felt very close for the tail close to the fence and the bowser. Not sure if it will feel that close on the video footage. We’ll see…. But, I did the turn and landed it. It was a hard landing, but Steve said it was safe and it felt safe. But I didn’t fancy farting on for one of my 30-second kiss-of-a-touchdown landings with so little room for error.

So, great lesson. Loved it and the first one was some video to watch back.

Next lesson is more navigation, but more thorough next time. We going to (or I should probably say I am going to) navigate to Seaham, Durham Tees Valley airport (passing overhead), then Hexham then Newcastle.

Not sure when this week, but I’m already looking forward to it !

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Reading the Helicopter Bible

Thursday, July 23rd, 2009

aka Wagtendonk’s “Principle of Helicopter Flight”

In preparation for next exam.

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Wind stopped play today

Wednesday, July 22nd, 2009

But, hopefully, lots of flying on Saturday, trip to Carlisle, weather permitting.

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Lesson 20 – 20th July 2009 – 1445 – 1 hour 20 minutes – Total so far – 21 hours 59mins

Monday, July 20th, 2009

Some last minute Air Nav revision in the morning and then a windy ride in on the bike for the exam and a lesson.

Straight into the exam, which involved plotting a route darn sarth somewhere and then answering loads of questions (25). 92% score (2 questions wrong, 1 of which was stupidity on my part), but am happy with that.

Steve was out giving someone an air experience ride, so I chatted with some other pilots, which I always find intriguing.

The lesson plan for today was extensive………..

  • Simulated Forced Landing (with Mayday call)
  • Autorotations (normal + 180′)
  • Steep Turns
  • Precision Transitions
  • Quick Stops

Think that was it, but we did even more than that :-)

Quite windy today. The METAR said 13 knots, but it felt a bit blowier than that at times. Surprisingly smooth trip given the winds.

I booked us out today (a first), and then went to get her started up. When I asked for startup, that was approved and they threw in a clearance too all in the same conversation. All good.

Taxi to Foxtrot and a request from ATC to expedite takeoff. So, no nicely nicely following the taxi line, it was straight over the grass, transition and away clearing the runway asap.

Off past Morpeth, and then the first of 2 autos. The first one went well. It only involved a left turn to get into wind. Once we were nicely setup to land in the field, I did the practice Mayday call. The Mayday call was a good one in my opinion, got everything in. And we could easily have landed in this huge field that we lined up with. All good so far.

The second attempt was, how can I put this, DIABOLICAL !!

We climbed back upto about 2000′. Steve did his “Engine Failure, Engine Failure, Engine Failure.” I rammed the collective down and quickly assessed that we needed a 180 degree auto to get back into wind, and I started setting that up, got us into a turn, and then the mistake I made was forgetting the flying and doing the Mayday call. Well, the flying went to pot. I hadn’t realised that we were WELL out of balance, I also saw the airspeed indicator reduce rapidly to show very LOW airspeed. Steve’s favourite saying and it’s a good one to know….

Steve :- Airspeed is MONEY IN THE BANK.

Well, we were next to skint (penniless) !!

My natural reaction was to nose forward to get some airspeed, but that wasn’t the problem. We were so out of balance that the pitot tube wasn’t pointing in the direction of travel and was misreading our true airspeed.

When we finally got rebalanced, the airspeed increased dramatically and speedily to about 85 knots. Steve reminded me about the balance and then I corrected it all, but all of this happened so fast that the Mayday probably got as far as the third rendition of the word Mayday and that was it.

So, lesson learned from this …………….  Aviate THEN communicate.

I shouldn’t have worried about the Mayday call until I was flying correctly.

Great learning experience though.

On the plus side, I did a much better job of controlling the rotor rpm. It got CLOSE to the red on one occasion, and we had a low rotor rpm horn moment, but I felt in control and recovered from these issues.

So, all in all, only a little disappointed in myself, despite the second atrocious attempt.

We then flew towards the plateau and did some Steep turns (30 degree). They went fine and I kept within 100′ of the altitude for 2 out of 3. We then did a couple of 45 degree turns. They were uneventful. We pulled some G there !!

By this point, we arrived at the plateau and we did some of the funnest flying you can do in a helicopter, aka precision transitions. We must have done about 4 or 5 of them. Steve did the first one to demonstrate.

Hover taxi’ing is slow as you remain below transitional lift (approx 12 knots). So if you need to taxi a long way and get there on the same day, we do this precision transitioning, basically we fly fast enough for transitional lift (approx 30-50knots), but very low (about 30 feet). The important thing is to start it into wind, and FINISH it into wind, despite probably flying with the wind along the way. So, we spent about 10-15 minutes darting around the plateau very fast, very low. It felt absolutely awesome. The best bit was when you’d be flying with a tailwind at 40 knots, but a groundspeed of 60 knots and then you’d do a big turn at the end back into wind and you can literally feel the ground speed just DROP AWAY to next to nothing, as then you are flying at 30 to 40 knots INTO a wind of 20-30 knots. It felt great.

When we’d done these, we did a real one as if we were going to land at a certain point, and then did a fake landing. Loved it. As we came into (fake) land, there was a low flying bright yellow Sea King at our height but about 1/2 a mile away. We’d both seen each other early on, a new experience for me ;-)

Once we’d (fake) took off, I tried to do a 360′ clearing turn to check for any other a/c, but it was VERY ugly with the winds being so strong. But, Steve didn’t step in and I got it back, although I think he nearly stepped in at one point.

I asked Steve to do a 360′ clearing turn so I could see how it should be done. I learned some stuff which I’ll apply next time.

We then did some more precision transitions but this time with some quick stops. Steve demo’ed and then I did 2 or 3. They are lots of fun too.

And then it was return to base time.

Bit of a queue to land, so we were asked to hold over the northern boundary of the airport (close to the tower). The wind was at least 30 knots at 800 feet, so we could enter a near hover by flying at 40 knots into wind. So much more fun than dizzying orbits.

We had to expedite the landing, but Steve didn’t step in which was great.

Final landing and then shut down concluded a great lesson.

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Heavy Rain all day today

Friday, July 17th, 2009

Not eased for a second.

No Heli lesson, so exam will have to wait until next week (weather permitting)

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Air Nav Revision – First Mock Test Done

Tuesday, July 14th, 2009

80.5% is the result.

Harder than I thought, but pleased with that for 1st attempt

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Double Lesson – 13th July 2009

Monday, July 13th, 2009

Lesson 18 – 13th July 2009 – 1420 – 36 minutes – Total so far – 20 hours 9mins
Lesson 19 – 13th July 2009 – 1510 – 30 minutes – Total so far – 20 hours 39mins

I know I’m going to sound like a record, but great lesson(s) again !!

Quite a few CBs around (Cumulonimbus (Thunder) clouds)), but very isolated, so we could still proceed.

First lesson of the day was for Steve and I to fly out of the Control Zone (via Morpeth), do a couple of autos and then fly back – but with a difference. The difference was that Steve wouldn’t say a word. Sounded like the perfect lesson ;-)

No Steve talking, no Steve “jokes” – :-)
Noone to remind me about important things – :-(

So, with enough fuel for both lessons (R22 Beta, not HP model), we took off. I was about to hover us at Foxtrot awaiting departure clearance, but no sooner had we started (hover) taxi-ing than we were given clearance to take off (Runway 07). For the first time, I thought I’d try a transition and turn onto the runway, in basic terms, a bloody fast taxi. This is the fun fly by the seat-of-your-pants kinda stuff. All went well.

We were off. Steve not saying anything didn’t last long ;-)

Steve :- “Are we climbing Dave ?”
David :- “We are climbing Steve and by that you mean…………..” (trying to think what I hadn’t done)

I’d set the trim, I’d set the transponder………erm……..

He meant the speed. I was going 75knots, but standard climb is 65knots.

Sorted.

Bit annoyed that he’d had to remind me, but heigh ho.

We continued up to about 2200 ft. Although Steve wasn’t talking to me, I was telling him my thought patterns so he didn’t think I was flying aimlessly. I’d say I was going to 2200feet. Later on, he said that when there are CBs around or rain clouds generally, that I should fly lower. He was dead right.

Once out of the Control Zone……………

Steve :- Where is the wind coming from ?

I answered correctly.

Steve :- Practice Engine Failure! Engine Failure, Engine Failure, Engine Failure
David :- So, do you want me to do what I’d do if the engine failed.
Steve :- huh huh (yes)

So, I did the auto down to about 500 feet and a power recovery. He’d picked an awkward spot, which meant I had to do a turn and I forgot to check the revs during the turn, Steve had to step in.

But, we made the field.

Power Recovery and then Steve explained what he meant by “Engine Failure” (repeated 3 times). What he meant was, when he says it the first time, that’s when the engine has failed, I need to take action by the 3rd time otherwise it was too late. Well, I was happy now I understood it and laughing at how stupid I must have sounded to Steve.

The next one, there was no dilly dallying. No sooner had he said Engine Failure than we were dropping out of the sky like noone’s business. The collective has never been pushed down so hard, well not by me anyway ! :-)

This time, ‘cos of the wind it had to be a 180 auto. We would have made that one no bother, but again I forgot to check the rotor rpm during the turn.

But, I think something has clicked now with autos. We’ll see next time we fly  if that’s the case. In real life, if the engine did go, you wouldn’t worry about the rotor rpm, the more the merrier.

So, with the autos done, we returned to base, Steve told me where to put it down.

At which point, he got out and said he was going to book me out and I should shut the heli down, recheck the helicopter fluid levels and then await his return.

15 minutes later, I was starting her up again but on my own. It’s such an exciting experience being on your own, hard to put into words. I love it.

I got the clearance for startup, started her up, got the departure clearance, and then did the post-start checks. Now, this is when things went very differently to how it normally goes. Normally what happens is that when _I_ am ready, I say I’m ready for taxi and then I taxi to the Hold and then _I_ say I’m ready for departure.

But, it was VERY different. There was a light a/c in front of me to depart and I knew there was a big jet (not sure if it was Easyjet) also heading for the start of the runway. So, in my head, I’m after those 2.

So, I did the last checks and was ready for the off.

Tower :- Northumbria01 (that’s me), taxi to Foxtrot, Runway 25.

Well, this took me by surprise, but I was ready so………

dp :- Taxi to Foxtrot, Runway 25.

Off I went to Foxtrot, then………….

Tower :- Northumbria ZERO ONE, you cleared for takeoff, Runway 25. Surface Wind blah blah….

Well, I replied to say fine with that, and as I taxi’ed out to the runway, I could see the light a/c about 400 m down the runway, waiting for me, and behind it, at the very start of the runway was the big jet. I felt like a VIP.

I don’t think I was getting preferential treatment because I was on my own, I think it was more because of vortex wake. I give off the least, on a par with the light a/c and the big jet leaves a 5 or 6 mile wake vortex, so if it was any other order, it would have took much longer to get the 3 a/c off the ground.

The flight was uneventful apart from the dodging of rain showers. I went through a couple and dodged a couple. All good fun. Once past morpeth, I ambled for 5 minutes and then came back. I could see a big shower over the airport – a real downpour, but the visibility was such that I could see through it and by the time I got there it would have passed so I rejoined the control zone.

I was number 2 to some commercial airliner, and the passing shower had left the runway Wet Wet Wet, but the air was weirdly very calm. The hover taxi, the final hover and the landing were great. I was dead chuffed. I could have lined it up more with a line, but I thought if Steve was watching, he’d be fretting if I parked it too close to another a/c, so for his heart’s sake, I left a bit of space.

So, all good.

Next lesson not yet booked, but probably friday, and I hope to get another exam out the way (Air Nav). I think we’re doing Practice Forced Landings. I’ll have to brush up on my mayday calls.

dp :- Mayday Mayday Mayday, the engine’s stopped like, we’re ganning doon like a stone.

Yes, that should do it !!

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Lesson 17 – 10th July 2009 – 1400 – 1 hour – Total so far – 19hours 33mins

Friday, July 10th, 2009

Today was Exercise 16 and 17. (Simulated Engine Off Landings and Advanced Autorotations).

CAA Inspection going on at the flying school today, so quite a busy place. It was the HP R22 today again as G-MOGY is due her 2200 hour overhaul and G-MAVI is having some engine work done.

We wheeled her over for fueling, and Steve let me do it. I’d remembered from last time to get the rotor in line, but as we pushed it, the wind caught the rotor and it started turning, so tip number 2 —-> Hold your shoulder in such a way the tail rotor doesn’t move, and if it doesn’t move, the main rotor can’t move.

Once fuelled up and pushed back, Steve left to check her out as I did all the checks, started her up etc…..

Runway 25 when we left, right turn to Morpeth after the car park. Magnetic compasses have a tendency to overread or underread depending on which direction you’re turning through, but I can never remember which direction they under or over read. Steve gave me a good way of remembering it…..

Nippy North, Sluggish South.

Nice one ! So, if you’re turning onto a northerly (or near northerly) heading, then stop the turn when it reads 330/340 and then the compass should settle to about North. It worked !

We went upto 2400′, and we’re tootling along quite happily. I was scanning the instruments and noticed we had ZERO oil pressure. I immediately told Steve and his response :-

Steve :- 20 Seconds

dp :- ? (puzzled look)

Steve :- It took you 20 seconds to notice that the oil pressure had dropped to 0.

He was pleased that I had noticed fairly promptly, so I was pleased. He’d pulled a fuse out.

I’ll have to watch him in the future. I suspect other such tricks up his sleeve.

Once we were close to the plateau, we did the Hasel checks (Height, Area, Security, Engine, Lookout), apply carb heat and we were doing Advanced Autorotations. So, a typical auto goes like this…..

  1. Lower Collective fully, Throttle engine down
  2. Lots of Right Pedal to counter lack of usual torque
  3. Cyclic Back so nose doesn’t drop too much and to maintain 60kts
  4. Control RPM (stop it getting into the red (too high or too low)
  5. Wait until the ground is 50′ feet away
  6. Flare (until Zero ground speed)

Now, then at this point, Steve always says “Pop” and I thought he was throttling up the engine again AND at the same time pulling the collective. So, when it came to my turn to do the whole maneuvre, the first bits went fine and we positioned for our forced landing, and then Steve had said I would be doing the final POP.

He constantly talked to tell me when to do it, and at the appropriate time, I flared, and opened up the Throttle and pulled the collective. It turns out, I wasn’t supposed to do any throttle work. The correlator sorts that out automatically. So apparently, (I was too busy to witness it), our revs went “quite” high !! And the subsequent hover was a bit erratic for about a second.

So, we did it again, and this time, I just did the collective, no throttle and I think there’s a 80% chance we would have lived, maybe 20% chance the helicopter would have been in good nick. I was too high and hadn’t flared strongly enough for the low wind speed that there was today.

The next one was better still. 95% chance of survival and 40% chance of a good helicopter remaining. No doubt, we’ll do plenty more.

What we then went on to do was advanced autorotations. In a nutshell, the standard auto detailed above has quite a shitty descent rate, probably moving 10 m forward for every 100m you’re dropping, so not much of a glide.

But, by altering the speed you fly, you can get more or less range.

Medium Range = Speed up to 75kts
Short Range = Speed to anything as low as ZERO knots, remembering to allow time to speed back up again as the speed will be required for the flare.

There’s also a maneuvre you can do to increase range even further. It sounded VERY risky to me, and that is to reduce rotor RPM to about 90%, giving more lift. Less than 90% and you’re in the danger zone and you risk the blades folding up, and then it’s death for sure, hence my worry. So, we did one of these, but all I was bothered about and focussed on was the rotor rpm. We were on or slightly above 90% and we’re getting a good gliding angle (by helicopter standards). I am sure as we flared, the low rotor rpm horn went off and that always puts the shits up me. But Steve wasn’t phased.

Anyway, we did various different advanced autorotations and then a fake landing and then we flew back. Runway 25, but the wind had changed and it was Runway 07 for landing. Another bit of non-standard flying which was fun back to the parking spot as there was a Dash a/c behind us on final approach, and then my landing today was MUCH improved over Wednesday when I made a right arse of it. I’d had a word with myself and didn’t fart on as much.

So, good lesson. Next lesson booked for Monday, and it’s more solo work. I’m flying to Morpeth and back on my lonesome after doing it once with Steve, so look forward to that.

I also managed to transfer Steve’s video footage that he kindly took with his phone camera of my first helicopter solo liftoff and landing. Here it is….

So, here’s the liftoff. Not very pretty at all !!! Major Yaw to the left on liftoff. But then the clearing turn is “ok”, could be worse, definately could be better.

It’s a bit grainy, but he got an excellent shot of me with the biggest smile I have ever seen on my face after I had landed for the final time on the first day of solo’ing. Here is that clip……

Thanks to Steve for getting the footage ! :-)

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