Jump to content


  • Content Count

  • Joined

  • Last visited

About Alpha-87

  • Rank
    Junior Member

Personal Information

  • Location
  • Occupation
    Commercial Offshore Helicopter Pilot: Ratings; AS365N3, EC135T2+
  1. It's all good, please don't think that I took offence to anything anyone had said, but I've seen this accident referred to elsewhere and the crew ripped apart by people who didn't know the facts or how the crew were lead down the garden path by an underlying issue with the Eurocopter checklist. Now that I'm in the offshore industry again it always amazes me how terrified of helicopters the rig workers are, so I often take it upon myself to work through their worries and try and help them understand, because they get all their knowledge from movies or newspapers. These unfortunate events
  2. The 135 has an awkward fuel system set up, which has now been resolved, but at the time if you were low on fuel and in cruise flight the fuel would be pooled in the forward tanks, causing the rear fuel transfer pumps to overheat and a caution to appear on the CAD. So IAW FRC's the rear pump is selected to off. Let's now say you've cruised for 10 mins in busy airspace with lots going on and your mental capacity is reducing (bearing in mind this isn't a game, it is VERY different in reality) and you begin to slow the aircraft down, the fuel flows to the rear of the aircraft and the front pump ov
  3. They will still hold fuel for their ultimate destination i.e. the home/diversion airfield. This is so that should there be an issue with refuelling they are still capable of returning the aircraft to an airfield. You'll often hear of aircraft that have 'one last chance' to take fuel from the tanker before they have to go straight home. If they are successful then they continue with the tasking, unsuccessful and they break off and head for home. I'm not aware of the terminology used by specific operations, but I'd assume the tanker is the destination and the airfield is the destination alte
  4. If anything (removing the ejection seat from the equation) incidents in helicopters are probably safer than fixed wing. Flown correctly, you can land your helicopter at zero groundspeed in an area the same size, or slightly smaller than your D-value. Has something gone slightly wrong? Well, just land down in that field and check it out. Has something gone majorly wrong? Well, just autorotate to wherever is big enough for the fuselage to fit. You can't do that in fixed wing. Despite what some people think, even in autorotation, provided you keep the rotor RPM within the operating parameters
  5. The tail fin on the Gazelle helps enormously with tail rotor failures. I'm not entirely sure of the figures for the Gazelle, but the Dauphin (a relative of the Gazelle) sends 90% of its power to the main rotor and only 10% to the tail. Provided that there is 40kts of airflow over the tail fin, the aircraft will remain pretty much pointing straight. Obviously, this will vary with the type of tail rotor failure and also (and significantly more importantly) the power setting at the point of failure. High torque failures will necessitate a high speed running landing. The Gazelle has a small
  6. Just to clarify; Bingo is not an emergency condition except in US parlance. Bingo fuel is defined in AOPA manuals as the minimum fuel to comfortably return to the airfield. It is a normal planning fuel, you can plan to run down to your Bingo figure before returning home (not after, obviously :thumbup:) VFR Bingo: Fuel from the farthest point in the route to your destination airfield + 5% contingency IFR Bingo: Fuel from the farthest point in the route to your destination, plus fuel to your IFR alternate, plus instrument approach fuel at one or both (wx depending) plus 30mins holding fuel
  7. No worries, happy to answer any real aviation queries from anyone, but when it comes to how the sim works, I'm definitely not the guy to be asking. No, this is purely real world stuff and the differences between AFCS/SAS and Coupled Upper modes will vary between types. Some will totally remove the Stability systems with the mag trim, most will keep them in but at a degraded state since you are removing the Force Trim actuators. In our operation (UK Offshore Oil & Gas stuff to the Rigs out at sea) we are not permitted to hold the mag trim down whilst we fly, but quite ofte
  8. None of the following is particularly relevant to the game, this is info in response to questions regarding real aircraft operation, so if you're after Black Shark control tips, just skip this post. Basically, by depressing the mag trim you are removing the stability system from the aircraft and this can cause issues with the parallel actuators in the control run. If, for example, you were straight and level with all the control servos in that state, then you hit the mag trim and adjust your attitude to something vastly different, then release the mag trim, the actuators are still in t
  9. In most aircraft with a mag trim you will generally find yourself hitting it every few seconds. It is purely there to set a datum for the aircraft, however, air being the unstable medium that it is, will disrupt the aircraft from that datum and will need reset and re-trimmed with another click...or you can be lazy and couple it up using the upper modes of the autopilot, so people will tend to hear regular clicks coming from the cyclic. Also, in reality you would be rather foolish to depress the mag trim and manoeuvre the aircraft whilst holding the trim button, you're opening yourself up to
  10. Not sim, but still... Does this count? It's tighter than it looks, especially behind the camera.
  11. Yeah it is a small world, bud. I hate air tests though. "Hey, if I turn this screw you might lose an engine, is that cool?" "Wait...what??" "Too late, done it"
  12. Quite possibly mate. I popped in to do an air test and fly a 135 back to Staverton last May I think.
  13. AS565 and any Eurocopter/Airbus gets my vote, although I'm somewhat biased with over 2000hrs on the AS365 and a few hundred on the EC135. Fantastic machine, a real pilot's aircraft and I've never had any 'major' mechanical issues with it. :thumbup:
  14. As said above; you do get bird strikes, but they are not particularly common. We have had a few over the years on base, but they generally disappear in a pink puff through the blades or they bounce off the side. The engine intakes are protected in a few ways to prevent ingestion depending on the aircraft type - we have mesh covers over the front of our air intakes, whilst other aircraft have air intakes on the side of the engine compartment instead and some others have curved intakes. However, losing an engine (if you have two) really isn't a big deal and is something we practice regularly
  15. Thank you, and I agree about the lack of information and also about the addition of a little more info in the manual. However, if you or anyone else have any questions regarding helicopter systems in general, feel free to send me a PM and I'll get back to you as quickly as I can. I won't be of any help regarding military ops as I've never been a military pilot, but I do have around 3000hrs of commercial flying so I've got a rough idea how a helicopter works and I can hopefully help with those type of questions i.e. systems, principles of flight, emergencies, instrument flying etc. basic
  • Create New...