Advanced Autorotation Course Part 1

Normal approach to the number nine for me, please.

Normal approach to number nine.

All right, Warsaw traffic copter 181, Mike Bravo right, base. Turning final niner. Warsaw, Just take your time. Slow her down a little bit. We're in no rush to do anything. Looking good. There's our 300. There's our 60. Looking good. Going to the first intersection. All right, nice normal approach. Looking good. It. Good. All right, now what we're going to do is we're going to do a few quick stops, and what I'm going to say is, basically, hey, abort to take off, and then I'll count it down. So I'll say, let's abort. Three, two, one. And then that's your cue to enter the quick stop. Remember, it's down right aft. Get that flare going. As the aircraft starts to settle, push forward with the cyclic, Add some power, and add some left pedal. All right, nice smooth entries on everything. All right? Everything's coordinated between all the controls. All right, when you're ready. All right, crush lights are off. Needles are matched up. Temps and pressure looks good. Plenty of fuel. Looking good. All right, on the go. All right, be aware of that tail. Here we go. Import in three, two, one. There you go. Nice. Better Intrigue. There you go. Now start pushing forward. There. There's what we want. There it is. Good, good. All right, this one might be a little bit more aggressive. All right, here we go. We're gonna get a little bit faster. We're gonna be a little faster. A little higher. This time, you pull the nose up. Okay. All right. Everything's still looking good. Try not to add any power. There you go. I'm gonna let you get some speed up. Keep that. Remember that takeoff profile. They stay low till about 40, 45, then she starts to climb. Here we go. 4 and 3, 2, 1. Nice and lowering. Pull that nose up. There you go. Once she starts to settle, push forward. Nice. Beautiful. I like it. And just let her keep on coming down like that. That's looking good. Remember this. The quick stops are the end of the autos. So this is exactly what I want to see when we. When we start our flare and coming down. All right? So I'm going to tell you right now, I'm going to tell you to abort. We're going to do one more, and we do not want to go off the end of the Runway, all right? So just keep that in mind. We're not going to go off the end, and we're going to do one more, all right?

Okay.

Everything's looking good. All right, on the go. When you're ready, We're going board in three, two, one. There you go. Pull her up. Nice, nice. There we go. Good. Just like that, my friend. Let her start coming down, because remember, this is the end. So you start pulling that power. Now we've got. We're 10ft off the ground, so if you. If you burn up all that rotor inertia, we're going to fall 10ft, remember? All right, so we're just going to pull kind of max power here. What'd you say we can pull 25.7. 25.7. All right. We're not going to need it. All right, we're into the wind. Bring us down just a little bit. Take advantage of that downwash. Keep coming, Keep coming. All right, take notice where we're power. All right, give me a max performance takeoff, and then we'll make right traffic. Nice and easy. Just slowly start. Not too fast. Just nice and easy. Start to pull. Keep pulling. Nice and steady.

Pull.

Try not to give up any real estate yet. Looking good. Look at that. We're not even pulling what we need to do. Nice. Perfect. Now start pushing forward. Get JL beautiful. All right, let's go up to 1800. Make a right downwind. And we're going to do a straight in, straight in, auto power recovery. Okay. Okay. We are going to expect to go to the ground in case we have to, we don't want to. But if we can't bring the power back in or whatever, expect to go around that way. If we do, it's not a surprise, we're already set up for it, etc. All right? Okay. And on this first one, I'm going to let you run everything. I want you to enter the auto, however you've been trained to enter the auto and all that. And then on one, and then on the next one, I will roll the throttle down. That way we have the nose to the left, the engine needle down. All right, come on around when you want. And we're going to go a little higher. We're just going to go 1800. That we have a little bit of time to play in the glide. And what I want you to do is when we enter, I want you to hit 60 and just do a normal glide down, all the way down to that intersection that we came to first time.

Okay.

And I, I, when I, I want you to enter it when you think we can hit that first intersection. So when, okay, when you're ready, just give me, like, a Three, two, one, count and then enter the auto.

Okay. And I, I still struggle with setting up that, you know, like when do I get into it?

Yep. And we don't have too much wind, so it's going to be, it's, you know, it's going to vary on, you know, today's six knot wind. You know, tomorrow might be a 20 knot headwind, so that it's going to vary. Warsaw traffic, helicopter 181, Mike Bravo. And right downwind, niner Warsaw. And we'll give some guidance.

So.

So we want to be at cruise airspeed. I don't know whatever that is. What is that? 85, 90. In this we got beanie because we got doors off at 100, right. I think. And how do you enter the auto.

As far as like, do you roll.

The throttle down or you just lower collective and then roll down? I had Robinson says that you have to lower the collective first and then.

Roll down, lower collective, roll throttle, right pedal.

I don't like that because you don't get the indications of an engine failure. But it is what it is. So that's why I want to at least show you my way as well. All right. Just continue on your downwind here. All right. When you're ready. Warning, caution lights are off. Needles are matched up. Temps and pressures look good. Plenty of fuel. I'll go landing right on. Warsaw traffic helicopter 181, Mike Bravo. Right, base. Turning final niner, Warsaw.

I got a little low.

That's all right. It is what it is. The engine isn't going to matter what you're doing when it quits. So you're either high, you're low, you're slow, you're too fast. It doesn't matter. We just kind of set a standard or we kind of set parameters that way we have an idea. But it is what it is.

I would say right about here, I.

Would say you're a little early.

Little early.

Okay. I would say probably. Let's see here. 3, 2, 1, down. Looking for that 60. Bring that speed back. Yep. And you got the chance. The RPM looking good. Keep that. Bring that speed back. There you go. I like 60. If you want to hold 70, that's fine. You're looking good.

Slow it down.

Yep. We're gonna overshoot. Just because we stayed high on the rpm, that's fine. Or on the air speed. Hey, looking good. Just don't go any slower. Yep, looking good. Keep that scan going. Nice. Hold that speed. You're starting to slow down. Hold it until the flare. All right. Here comes treetop level. A little bit of flare. A little bit more. More aggressive. Roll throttle in. There you go. Push forward. Now, see our hover height here. If we truly had to go touchdown. That's a long way to go.

A little high.

And we overshot because we stayed high on our airspeed a little bit. If we would have brought that back to 60, we probably would have tagged it. But that's. It is what it is. It's fine when you're coming down. I don't know if I. The acronym that I use is RATS R A T. S for your scan. Rotor rpm, airspeed, trim spot. Well, we had a ball here. You could go trim. So rotor rpm, airspeed, trim spot on the ground. Okay. Kind of get that scan going as you're coming down. All right, let's go. On the move again. On the go. Let's go around. Do it again. All right. Warsaw Traffic Copter 181 Mike Robo on the go. Niner right. Traffic. It was good, though. Good. Enter. You held your speed high. So when we entered, I felt we were going to make our spot, but then we held our airspeed high, and that's why we overshot. And then on the way down, you started getting slower and slower and slower, and you got down to 50. And again, I think you just anticipated the flare, tried to ride that speed all the way down. And for that, right before the flare.

Don't get below 60 before the flare.

Correct.

Okay. For this.

For this. I mean, later on, we're going to play with the air speed, but, yeah, for now, I'd like to see hit 60 all the way down to the player. And don't move that collective until we need it at the very end.

I have.

I felt the collective. Not on you, but I've felt the collective move before. On, guys, as we're flaring, they go ahead and start pulling collective. And you don't want to do that because you're just burning up. You're just burning up your collective.

Okay.

The more you use during the flare, the less you have, you know, for the hover at the end or for the touchdown, I should say. All right, let's go to 18 again. That way we just play with the glide. And again on this, I'm going to let you enter with the throttle and everything.

Down, collective. Down Right pedal, roll off.

Yeah. In real life, there's no rolling off, but, yeah, down. I always say down. Right aft. Down, collective. Right pedal aft cyc. Get your speed back, and then as you're Lowering collective. That's when you want to roll off. So it's kind of at the same time.

But initiated with the collective down.

Correct. Warsaw Traffic Copter 181Mike Row A right downwind niner. Warsaw, I got the R22 there on the move as well. All right. It's a planned event, so warning caution lights are off. Needles are matched up. Temps and pressure looks good. We're on the green. We got plenty of fuel. Landing lights on. I got the R22 down there. Oh, yeah. Warsaw Traffic Copter 181 Mike Bravo right, base. Turning final niner. I've got the R22 in sight. All right, doing the same thing. Power recovery plan to go to the ground if we have to. Looking for 60 on the way down. Keep your scan going. A little flare. This flare starts at the treetops. It gets more aggressive the closer we get. Count me down when you're ready.

All right, we're saying right about here.

Yep. Three, two, one, down. Right at. There we go. Bring that. Yep. Start to bring that cyclic back. There we go. Looking good, Looking good. Just hold this all the way down. You're looking good. Beautiful. Little bit of force. Cyclic. Looking good. I like it. Hold, hold. Okay. Start a mini flare. Player Gets more aggressive. Hold this. Roll your throttle in. There it is. There it is. Oh, yeah. Good. I like this.

Still getting a little pattern.

You're. Well, you. You're holding that speed. You're holding that speed a little bit too long.

So to get it like I'm entering.

It, like I think you're entering fine. Right. But. Yes, because we're entering at cruise airspeed. Right, but you're holding it as when you enter. We're holding the 80 or the 85 too long. You got to bring the quick. Bring the cyclic back quicker. All right.

Okay. And then, of course, keep an eye on the rotor over speed.

Yep. Okay. Yep. So usually in the 44, collect them all the way down and then maybe bring it up maybe an inch or so.

Little pitch pull.

Yeah, just a little bit. All right. On the go, when you're ready. All right. Warsaw traffic, helicopter 181Mike Bravo on the go. Nine and right. Traffic. All right. This time the only thing different is I'm going to announce the auto. I'm going to say auto, 3, 2, 1. And I'm going to roll off. And what's going to happen is you're going to see the nose yaw to the left, and you're going to see the engine rpm. So what are the very, what are the two indications? The very first two indications of an engine failure. And I just said them.

The nose on to the left.

Correct.

And then the engine rpm there you.

Go, all to the left. Engine RPM needle goes to. Those are your first indications. And then after that you can say, well, the engine got quiet. Or I heard, you know, I heard clunking of the engine or you know, I saw that the cylinder head temp went in the red, whatever. But the very first two indications are those, or at least that should be gone to the left once the engine has quit. Those are what you're going to tell. You might notice cylinder head temp getting high or something beforehand or something. But once that engine goes. All right, so we're going to do the same thing. And then after this we're going to start the 180 or if you want to do another straight in, we can. Okay.

See how this one goes.

All right, so if you just get your speed back a little sooner, but don't, you know, don't jerk it back or anything because if you do that, you're going to bring the nose up and then you're going to build that rotor RPM very quickly. But just nice and smooth. As you lower, go ahead and start bringing cyclic back into you. Okay.

Okay.

Bring that speed down and then once clutch is on the floor, if you need to check it by coming up a little bit, then bring it up an inch or so and then if it gets too low, then we can lower it. Warsaw Traffic Copter181 Mike Bravo right downwind niner. All right, playing event, Warren. Caution light drop needles look good. Temps and pressure on the. Got plenty of fuel still. Landing light is on. Car traffic turning downwind Runway two. Two. Marion. All right, remember this time I'm going to roll down throttle. You've got the collector. Boom county experimental 1026 whiskey is on a four mile final for 18. Boom.

You're going to roll off. So my nose, it's going to.

You're going to see the indications. You're going to feel the nose go left. You're going to see it. You're going to see engine RPM go to. Down. Warsaw traffic copter one Mike Bravo right base turning final niner down right aft. Get your scan going. Here we go in 3, 2, 1. There you go. Yeah, that engine, that rotor RPM comes down as well when you're not expecting it. Right. There you go. Start bringing that speed back, checking that rotor rpm. There you go. Good. Bring that feedback just a little bit more there you go. I've got your throttle, so everything's looking good. Keep that scan going. Looking good. Nice. Hold that 60. Beautiful. I like it. Looking good. Yep. Keep that forward speed. All right, here comes treetop level. A little bit of a flare. Player's gonna get more aggressive. Hold, hold. Throttle's coming in. Let it start to settle now. Start pulling collective. Little slow there. There you go. Overshot again a little bit, but that's all right. So it's a little different when you're not expecting this. Yeah. I mean, even. I mean, you were expecting the engine failure, but you see how the engine rotor. So you. When you entered. You can set it down if you.

Want, for a second.

Take a. Take a break here. Just a couple second. Good. So when you entered, not one time did I hear the rotor RPM right. No. But this when we actually had the failure, because I rolled down. What happened? It dropped. It dropped quite a bit. Yeah, a lot more. Well, we heard the horn because it's. You weren't really. I mean, you were expecting it, but it. But you still have that. That human interaction time. Right. You had that delay reaction of, oh, your brain's got a process. Oh, we just lost the engine. And by that time, the rotor RPM had come down. Yeah. So that's how kind of more real world it is.

And then with. With that, obviously, you know, getting to that clutch has got to get down and then to. I can still do half cyclic to build up even more.

So. Yeah, if the rotor RPM came down and you're hearing the horn and eclipse is full down, and we're still pulling 80, 85. Pull that cyclic back, get that nose up, get more airflow up through the rotors, and it's going to build that rotor rpm. Okay. Now then once from there, then, you know, you shouldn't have to check it, but if you. If it build too fast, then, you know, bring up the collective or whatever.

Okay.

Okay.

Would you ever have to be, like. If it was dropping too much, would you be real aggressive on the cyclic or. That's not necessary. You just.

I just. I wouldn't say anything's really aggressive. Just kind of more of an ass cycling maybe a little bit. You know, you want to be smooth, but maybe more of a. Pronounced.

More of a pronounced pull on it.

Yeah. Okay. All right. Do you want to do another one, or you want to go into the 180s?

Yeah, let's do a 180.

Okay. Let's do it. All right. So on our departure, we're gonna go up to 1800 again. But let's. On our departure, let's get to 1800 before we turn our downwind and that way we'll be ready. We're going to try to go to the same spot.

Okay.

All right, it's on you. I don't know where they are. All right, so on the first one again, we're just going to come around. You're going to control everything. Same thing as a straight in. We're going power recovery plan to go to the ground if we have to, but it won't be a surprise if we do. Okay, all right, I'm going to go. So the only thing difference is it's going to be downright aft, slight pause turn. The longer you delay your turn, the farther away from your spot. Because remember, you got a tailwind now. That's the whole purpose of the turn. Okay, how you feeling? You doing all right? Yeah. All right. Yeah, doing just fine, my friend. Doing just fine.

All right, good.

Good. Remember, the steeper the turn, the more the rotor RPM is going to build. If you do it nice and smooth, then you may not, you'll probably have to check it, but you may not have to be as pronounced with it. If you do a steep turn and a tight turn, that's really going to build. So you're going to have to check that. And then once you level off, you may have to actually lower the collective to bring back that rpm. Okay. Okay, but just nice, nice easy turn. Marion traffic, Skyhawk 806 here at Papa left crosswind, Runway four. Marion traffic.

And as far as like with the 180 was setting it up as far as your spot, are you like once you kind of pass your spot. 3, 2, 1.

I would pretty much say when you're a beam it. Okay, again, that depends on how aggressive the wind is or how strong the wind is. You know, if you got a 20 knot tailwind, you might want to enter beforehand.

Okay.

If you don't have any wind at all, maybe you go past your spot a little bit. Today we got about five or six knots. So yeah, maybe a little bit past a beam.

Okay.

And then countdown. Yep. Okay. And as far as the lineup, I would probably say at least over the road, maybe even a little bit over that road that's closest to the. And the farther out you are, you may have to do a 90 turn, know 90 return and then straighten out and get there and then they make it another 90. If you're really close, it might have to be a straight 180. It just kind of varies. When you feel the pressure to fly, but know the right decision is to stay on the ground. Hit the hogs no go and live to fly another day. Helicopterground Com.