Engine Failure In The Hover

[uniformkilo]

I'm with Frank on that one, not least because piston engines tend to give you some warning if they are about to quit, so other more immediate risks like digging your skid in should be higher on the list.

In my opinion, to practice for EF in the cruise, it's really important to get really comfortable with how your machine handles with the lever down. So every arrival should be high, with no cruise descent under power. Eventually you should get to the point where you are happy to arrive overhead, reduce the forward speed, and glide to any spot on the airfield. I'm not talking about chopping the throttle.

The thing is, when it's happening to you, assuming you have got the lever down in time, the real stress is trying to identify, and arrive at, a suitable landing spot. You can increase your chances of doing that successfully by simulating it at every arrival. Airspeed control is particularly important.

(My score is 1 engine out in 250 hours JetRanger time, plus one emergency landing following a total evacuation of the engine oil. Robinson score, er, none in 750 hours. I know which aircraft I'd rather fly over water in!)
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Tim
http://www.timgilbert.com

+44 7725 750103

CPL(H), FI(H)(R) R22 R44 206, offering trial lessons and PPL(H) courses at Aeromega in Cambridge. Experienced safety pilot for heli-trips for current and rated pilots looking for adventure.

[JohnnyVertol]

I think that it goes without saying, that the engine failure is going to happen at the least opportune time and when you least expect it. Ive had the hawg go quiet on me 3 times now(1 robbie, 1 300C and 1 500D). I must say the most unopportune time was flying the 200' longline on the side of a mountain in a hover (makes for a great story at the pub). Its amazing how default learning comes into play, you move the a/c without thinking, and perform the correct emergency proceedure.
However, In the flight training world, it is more likley that you will hook a skid in the dirt or have a boo-boo practicing the proceedure.

The only reason Im here today is because of the Auto-reignisson system on the 500D.
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Blue Skies...

[Helo-Pilot]

I've had an ignition failure while taxiing a 300, the day after Christmas, and it was the first time I was able to take the wife up.

Was on the ground and shut down before I really realized it. It was all good, and my wife just wondered why we getting out there.

It was a faulty switch, by the way.

[weekend warrior]

.

[Thomas Coupling]

Before the 2004 brits I had a check ride with "Q" Smith in the 206. I wanted to practice high hover engine failures, as part of one of the competitions (Slalom) necessitates a high hover when putting the bucket on the target table.

We practiced at ever increasing heights until eventually we reached what height was required (about 15 mts I recall).

I found it a whole different scenario to the usual hover engine off, but quite surprisingly effective... But then again - Q is rather good
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TC - Pilot to the Stars.


GPS - No fix available

[afterburner]

In general, just like with fixed wing aircraft, the engine will fail when under the most load.
For us in helos, it is in the hover whether lifting off, or approaching into it.
Even then, a failure usually occurs when we are moving forward to some degree.
I have found it much easier to gently lower the machine to the ground and slid it in, then trying to get it still and dropping it in.
Piston engines usually start giving up some power before they go completely kaput.
Turbines are another story. When they go.....they go. That's where we got the term "flameout". When the flame is out, you know the candle is not burning anymore.
Yes, as JohnnyVertol stated, the 500 does have a little bit of insurance with the autoregen system.

As for autos, I have done them in training at 1000, 500 and even one at about 300 (not by choice). Practce makes perfect, so keep autos in the training routine.

Safe flying
AB
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"A Copter Pilot's Life has it's... ups and downs"
Bell 47-206, Schweizer 300/500, Citation 525