H O G S Stuck Pedal, LTE, Tail Rotor Malfunctions

This is a great topic because this is something that our examiner has been telling me for 10 years, the same story. People are having trouble with understanding the difference between stuck pedal tail rotor malfunctions, tail rotor failures, differences between the different things. So this is a common problem and maybe we'll even walk Back to the R22 in a minute here and I'm going to tell you my resource. So we're going to, we're going to go with this conversation right now about stuck pedal. Okay? My resource for this is the Helicopter Flying Handbook. You may or may not know if you're flying a Robinson in the Robinson manual. It doesn't give us, in the R22 or R44 anywhere, it doesn't give us a procedure for stuck pedals. It's not mentioned. So Robinson's not telling us what to do. So if you don't have the resource from the manufacturer, you have to go to the Helicopter Flying Handbook. And when you go to stuck pedal pedal issues in this book, it's about two and a half pages of reading. And you read it and you're going, okay, well what the hell is really going on here, right? So what we did is with this past summer when we were doing our final approach courses, I had a young man here from down south and we were working on his commercial and we were talking about stuck pedals. And I go, you know what, let's, let's really dissect this chapter in the Helicopter Flying Handbook. And here's what we came up with in my resources resource is Helicopter flying handbook page 11 7. It says do not auto rotate. Okay, so do not auto rotate. That's not the answer. Auto rotation. So we deciphered that book and here's what we came up for with the best description that we can give you. On stuck left normal to steep approach at 2 to 3ft. Increase collective to align with Runway. Stuck neutral or right low power approach, run on landing, reduce throttle as necessary. I wanted some kind of a memory aid that people could come up with so they could. When you're having a discussion with examiner, something you could kind of go to and where that resource is. So this is a great question and I'm not surprised that people are asking in the clone and having trouble because from my examiner, people struggle with these. So you got to study the differences. You need to make sure you understand. And I'm even walk back to the helicopter real quick. The thing of the examiner has told me commonly here's where people getting confused when they're taking Their check ride, you'll see him first. He sends them out to the helicopter. He'll say, go ahead and go out and pre flight and I'll be out in a minute. So they go out, grab the checklist, they start working their way around the helicopter and usually comes over and talks to me for a minute or two. But then when they get back here near the tail rotor, I'll almost always see him come walking up and they'll start having a conversation. They'll be here for about three or four or five minutes at the tail rotor. So the question that he asked, that people mess up all the time, what is the movement of tail rotor thrust? Tail rotor thrust pushes against the tail boom. Okay? So I think people, what they get confused about, they think about that turbulent air that's being blown away from the tail rotor. They think of that as thrust, but that's just dirty turbulent air moving away from the tail rotor. The thrust from the tail rotor in the R22 specifically is actually pushing against the tail boom. So the thing that he points out is, remember, a stuck pedal is something, you know, a cable is jammed. A foot pedal is, you know, something maybe an iPad jam in the pedals. That is stuck pedal. That is not a failure. The tow rotor didn't fail. Something in the system for moving those pedals. So that's not necessarily a failure. A tail rotor failure is the drive shaft breaks, it's going back and driving that tail rotor, it snaps, tail rotor flies off, you lose a rotor blade, the gearbox locks up back there. That is a failure. Okay? So make sure that you understand the difference between stuck pedals, tail rotor failures, and then lte. And he always brings that into the mix. Loss of tail rotor effectiveness. So again, coming from an examiner of 35 years telling me over and over, please do videos on these. Please make sure your viewers understand before they come to a checkride. They understand stuck pedals. What to do? Lte. What do you do? Tell rotor failure. What do you do? And to wrap that up real quick, there's a myth out there, and I'll ask this all the time, I'll say, so what do you do if you're flying along 500ft, 70 knots and a Robinson and you have a tail rotor failure? A good majority of people will say, well, I'll just manipulate the nose with the throttle and I'll start and I'll like, nope, stop, stop. Not acceptable. The PoH clearly states inner auto rotation. Try to make your auto rotation landing. If you can't go to clear the ground. Pull the power in. Fly until you can make an auto rotation landing, re enter auto, go to the ground. That's it. That's in the Robinson manual. So don't tell an examiner you're going to manipulate the throttle because that is a wrong answer and that is hands down a failure. And our clone is located@askhogs.com you can go below and click on the link to go check it out. 24 hours a day, seven days a week, you can ask training related questions. Flight and ground. 14 years of my contents loaded in this thing. Blogs, podcasts, videos, paid content, free content. There's over 6 million words piped into my clone. It's amazing. Go down below ask hogs.com the clone is free to everyone and the clone is also inside of our HOG site on every video, every page. So you can be in viewing videos and you can always ask the clone a question while you're at it so you can get an immediate answer first. Right here is free free PDF private pilot 101 helicopter training blueprint. That's why we created this. And let me cover what's in the first chapter since you ask and you're at the beginning. That's why we created this. The first chapter are questions that we've, we took like the top 10 questions that we get all the time. Like is learning how to fly a helicopter difficult? How long will it take to become a private pilot? How much will it cost to become a private pilot? What is the best approach to selecting a flight school? What are the key differences between helicopters and fixed wing aircraft? How many tests will I have to take? How many hours for solo on the license? Kenny's recommended training supplies. So this is absolutely 100% free. You can go down below, there's a link down below. Or you can type in your browser privateblueprint.com and you can download immediately after you sign up. You'll sign up, enter your name and email and the next page will show you download your book here. That's where you should start because again it's free. Or subscribe to the YouTube channel. Subscribe the channel. You'll get notification when the new video comes out for either the live or the premiere, whichever way we do it. And then we want to also bring up. We are updating and starting to update our R22 specific course behind us. Course behind us Course using the helicopter behind us. Lindsay's in charge of getting in there and updating some images in the R22 site section of Hogs. We have R22 specific section and an R44 specific section that come with any of our memberships. So you don't have to buy that specifically. We use private pilot, for example, monthly membership. It has both the R22 and R44 sections in there. And since we have an R22 available to us and an R44 available to us, we thought, why not get the content updated in those courses with some fresh videos, fresh images. We got two aircraft and a lot of people going, well, I want to. Well, I'm gonna. Well after Christmas. Well, that's when everybody's going to start wanting those times. So to speed the process along, we need to get some workbook for these helicopters. Both of them are sitting, currently not flying, and they're both ready to go. So reach out to Hogsmember support 574-767-1797. If you'd like to get on the schedule for some training. We specialize in check rides, finish the people up. But we can also do, you know, SFAR checkouts. Again, you can come in for one day, two days, whatever you need, or you need a block of time. We'd even be willing to work your little deal this time of the year to get some time on these aircraft. So again, reach out to Hogsmember support 574-767-1797.

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