Does The HV Diagram Apply To The Helicopter Landing?

Hey, it's Kenny with helicopter on the ground school. Sitting beside me is your Hogs member concierge, Heather Height. We are getting ready to talk about the high velocity diagram during takeoffs and during landings. This is one that's fun to talk about because a lot of people get in arguments over this one. So as I get ready for a takeoff here, we got a July 4th special sale going on until July 8th. 50% off any membership. We've only done this several times in years of being online. We've done it maybe one or two times and we decided because of the bad economy, everything else, excuse me, we want to do a great big sell. So down below there's links to go directly to the sale, 50% up, any membership. Or you can use July 50@helopterground.com as a code. Yep. Call Heather at 574-767-1797. She'll hook you up if you have any questions.

Absolutely.

So we always do a nice good hover pre takeoff check. Warning, caution lights are out, gauges in the green. Everything looking good. We've got fuel. So during the height velocity diagram or for the high velocity diagram, you want to keep the helicopter out of the shaded areas. And they all look similar. The numbers are going to change a little bit, helicopter to helicopter. But basically we're going to just start a takeoff here. Painfully slow takeoff. We did the video yesterday on the painfully slow takeoff. And again, this is one reason why you want to keep it low to the ground till you get the air speed that you need as per your height velocity diagram. But as you gain airspeed, you want to start gaining altitude. And it's all about being in the best profile to handle an emergency if the engine fails. So there's about 40 for me, 45. I'm going to start my climb out. Haven't added any power. I'm in a pretty good profile. I can keep increasing my speed. I got 50 now I've got something. You know, right now having an engine failure would suck, but I could deal with it. I can put a flare into it, slow it down, level it onto the ground. So the high velocity diagram is showing you the profile to take off in for your best chances of survival if you have an engine failure. If you're too fast and too low, you have to flare to slow down at engine failure and you could bang your tail and crash the helicopter. Or if you get too aggressive going up, too much engine fails, you can't get the airspeed to get a flare to get yourself back on the Ground properly. So that is designed for takeoff. So now I'm going to go around and apply the high velocity diagram to my approach and landing. Not just kidding. Some people say, oh, well, the high velocity diagram on your approach, you know, you should be thinking about that. Well, one guy I like to talk about a lot, his name is Jerry Ventrella, legend in the industry. And he's the one that taught me way back at the beginning of my career, well, when I was just learning as a private, I did my private and commercial with Jerry. And he said, kenny, the height velocity diagram is designed for takeoff. All the, the numbers and all the testing that went into building these high velocity diagrams, they were all built during takeoff. They weren't built during approach. And he said, you have to think about the fact that during a takeoff you're pulling power. You're asking more out of that aircraft. So you're running it harder. You're pulling more manifold pressure, more power, more torque. Whatever the case is, you're making it work harder. You have high pitch applied on a landing, which like we're getting ready to do now. Think about the opposite. I'm gonna have a lower power power setting. I'm gonna be slowing it down nice and gentle. The engine's getting a relief. Could it fail? Of course it could fail, but it's less likely to fail on an approach than it is on a landing. And from Jerry Ventrella many years ago, and I've had people argue the point with me and it's like, you know, when you fly with a legend and the guy's been doing it since Vietnam, and they write about him in, you know, all these magazines, the guy's an encyclopedia of helicopter knowledge. At that time, 20 some years ago, he'd done over 3,000 helicopter check rides in his career. So. And I've had this. I got the chance to train with some other gurus in the industry that I'm really proud. I got to fly with a lot of really cool key people. And they all use that same thought process. And today's video was inspired by Brian Rutledge, our operations manager, 30 year aviator. And he said, hey, talk about that, because people don't understand. So we're on our approach to landing, taking our time. Low pitch applied, low power applied. I'm not thinking about the high velocity diagram. I'm thinking about a nice smooth, normal approach. So, Heather, recap ourselves.

All right, so we have 50% off until July 8th for our 4th of July special. We want to help you out during this sticky economy right now you can sign up from our website, helicopterground.com and use the code JULY50 at checkout, or you can use the link directly below this video. And no code needed. It'll take you right to where you want to go. Just choose the course you want. Sign up, start today. That easy?

Awesome. Well, Is that it?

Yeah.

All right, peace out. And we'll see you in tomorrow's video.

Ya.