What happens if a helicopter loses power

During this phase, the pilot must accurately adjust the attitude of the helicopter so just enough velocity is left to have a safe sliding impact on the ground. While discussing the glide of an aircraft, the glide ratio is an important parameter to investigate.

The glide ratio merely indicates the distance an aircraft travels in the forward direction as compared to the altitude being lost. The higher this ratio, the better and farther a helicopter can glide. During autorotation, this ratio is being controlled by the pilot and a glide ratio is considered safe.

It is entirely possible to land a helicopter in autorotation with a glide ratio as well but the steeper it gets, the more difficult the flare-out stage becomes. The safe range of glide ratio for autorotation is defined by manufacturers based on the helicopter characteristics.

Before obtaining type rating for any helicopter, learning, and understanding important parameters such as the one being discussed, are part of their theoretical and practical training. While pilots learn and practice autorotation routinely, they must be aware of the risks involved as well. Autorotation is an emergency maneuver and is therefore inherently perilous.

As a helicopter loses power, handling a helicopter well, nearly plummeting towards the ground does not just sound hazardous, it is! Knowing the hazards associated with autorotation, it is understandable if people question the safety of helicopters in general.

Short answer? Yes, helicopters are safe. When we look at the figures collected by NTSB , it does show that helicopters crash at a rate of 9. But while we review these statistics, it is important to understand that fixed-wing airplanes operate to and from controlled aerodromes and on pre-determined flight paths, whereas helicopters operate in more concentrated urban or challenging remote locations for various purposes such as search and rescue.

In aviation, clear communication is essential to ensure the safe progress of flights, and efficient use of radio frequencies. As aviation English is the accepted standard throughout most of the Most of the time when you see a helicopter flying overhead, they are usually not that high up in the sky.

But can they go higher? Like above the clouds? If you are wondering, can Today's Top Stories. This content is imported from YouTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

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The slower the speed desired at touchdown, the more accurate the timing and speed of the flare must be, especially in helicopters with low inertia rotor systems.

Since the flare will normally increase RRPM, the pilot may except in helicopters with low-inertia rotor systems raise the collective lever slightly at the end of the flare. This will have the effect of using some of the additional RRPM to give some extra rotor thrust, which will both decrease rate of descent and provide more deceleration, since the rotor thrust is acting opposite to the direction of forward movement.

The flared attitude cannot be held until touchdown, otherwise the tail of the helicopter will strike the ground first. Thus once the flare has been completed, the pilot must re-select a level pitch attitude using the cyclic stick prior to touchdown.

In the latter stages of the EOL, the helicopter is in the level attitude, with a relatively low forward airspeed, and with only the remaining inertia in the rotor to assist the pilot in making a gentle touchdown. The pilot will have to raise the collective lever to use some or all of the remaining lift energy in the rotor system to cushion the touchdown.

It is essential that the cyclic and pedals are co-ordinated throughout the flare and touchdown, so that the helicopter touches down running straight. After touch-down the cyclic and collective lever should not be moved until the landing run is complete and the helicopter comes to a stop. However, the yaw pedals should be used, if necessary, to ensure the ground-roll remains straight. Given that in a practice forced landing the aim is always to be wings-level and at the recommended IAS for an EOL by ft agl, from that point on the procedure, and in particular energy management of the RRPM, is generally the same.

Refer to figure above position 1. Coordinate the collective movement with the yaw pedals to maintain balance and use the cyclic stick to adjust the pitch attitude to select and maintain the desired airspeed. In piston engined helicopters, once the collective is fully lowered, decrease throttle to ensure a clean split of the needles.

After splitting the needles, readjust the throttle to keep ERPM above normal idling speed, but not high enough to cause rejoining of the needles. The manufacturer often recommends the ERPM to set. Different engine management techniques may be specified in the Flight Manual for turbine-engine helicopters and others with engine-governing systems. At approximately 40 to feet above the surface, or at the height recommended by the manufacturer position 3 , the flare is begun, selecting a decelerative attitude with sufficient aft cyclic stick to reduce forward airspeed and decrease the rate of descent.

Care must be taken in the execution of the flare so that the cyclic stick is not moved rearward so abruptly as to cause the helicopter to climb, nor should it be moved too slowly, as there will then be little flare effect to help arrest the descent. The height at this time should be approximately 8 to 15 feet AGL, depending on the height recommended by the manufacturer.

Extreme caution should be used to avoid an excessive nose high and tail low attitude below 10 feet. At this point only the remaining inertia in the rotor system remains to provide lift and the helicopter will be descending with low forward speed position 5. The pilot must increase collective pitch, as necessary, to check the descent and cushion the landing.