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00:36Welcome to the beginning of your rotorcraft journey and our first helicopter lesson.
00:41My name is Paul Martin and I will be your flight instructor.
00:44I must say it is a very beautiful time of the year
00:47To begin your helicopter trainings at Grenoble Lue Versaud Airdrome.
00:53Meet our trainer helicopter, Cabri G2.
00:57You already know how the flight control surfaces of airplanes work, right?
01:02But do you understand how a helicopter turns without ailerons
01:05and speeds up without elevator.
01:09Here, look at the cabri's main rotor.
01:20This is our main control surface.
01:22By tilting the main rotor disk forward,
01:25backward, left, or right,
01:27we can change the direction of the thrust vector
01:29and move the helicopter in a chosen direction.
01:32As with most French-designed helicopters,
01:34the main rotor blades advance in a clockwise direction.
01:39What do you think we need a tail rotor for?
01:41Walk closer and look at it.
01:50By changing the tail rotor's thrust,
01:52we can control the direction
01:54that the nose of the helicopter points.
01:57The cabri G2 utilizes a fenestrin-type tail rotor.
02:00It differs from a conventional open tail rotor
02:03by being integrally housed within the tail boom.
02:07Now, let's continue our training inside the cockpit.
02:10Get in and buckle up.
02:18Welcome aboard.
02:19Don't be surprised that you're sitting on the right side.
02:22Unlike in airplanes,
02:24pilots typically sit on the right seat in helicopters.
02:28Now, let's make you familiar with the cabri's flight controls.
02:33Look here, this is what we call the collective lever or simply collective.
02:45We use collective to climb or descend,
02:49or in other words, to control our vertical speed.
02:52Try raising it up and lowering it down.
03:00Make sure to leave it in the most downward position.
03:04Here's what we call the cyclic stick, or just cyclic.
03:14It looks similar to the airplane's stick, doesn't it?
03:17And behaves very similarly, too, at least in a forward flight.
03:21Left or right inputs cause the helicopter to roll into a turn,
03:26and forward and back inputs change the pitch attitude.
03:28On the top of the cyclic stick, you can see a cyclotrim knob.
03:40The cabri uses a dual-axis electric trim,
03:43allowing you to completely release static forces in flight,
03:47both longitudinal and lateral.
03:49Try pushing the knob left and right, forward and aft.
04:00And finally, the anti-torque pedals,
04:03located in the same place as the rudder pedals in an airplane.
04:13They serve a similar purpose, controlling the direction
04:16that the nose of the aircraft points.
04:18In a hover flight, they help you to control yaw and heading.
04:21But in forward flight, they serve the same purpose as in airplanes,
04:25adjusting the sideslip angle.
04:26Try pushing the left and right pedals one after the other,
04:30and look at them in the process.
04:35Sounds pretty easy so far, isn't it?
04:38Let's have a look at the instrument panel.
04:40I am sure you have already spotted what we call the six-pack,
04:44six primary instruments all airplanes also have.
04:48Look at the altimeter, for instance.
04:51As you see, the ground elevation here is around 720 feet.
04:56An interesting fact related to altitudes.
04:59In forward flight, a helicopter can fly much higher than when it's hovering.
05:03After our hovering training, you will understand why it's like that.
05:08Now look at the airspeed indicator.
05:10What can we learn just by looking at it?
05:12You can see right away that the indications start from 20 knots.
05:16The caution range lasts up to 45 knots, and you should never exceed 130 knots airspeed.
05:22Why should we be cautious when flying slow?
05:24I will show why in our next training.
05:28Now, would you please look at the vertical speed indicator?
05:30It is very important to monitor VSI, especially on descent.
05:35If you descend faster than 300 feet per minute at low airspeed, you may settle your helicopter into its own
05:42downwash.
05:43This is called a vortex ring state, and it is an emergency situation you will eventually learn to deal with.
05:49But for now, simply get used to monitoring your VSI, just like you monitor altitude, airspeed, and engine parameters.
05:58Another thing to remember while flying is to keep the fuselage in the correct streamlined position.
06:03For that, we monitor the turn coordinator ball, just like we do in airplanes.
06:10Or the more sensitive indicator, the yaw string, just like we do in gliders.
06:17The ball and the yaw string should be kept in the center.
06:21We won't use other classic instruments much in our trainings, because we will mostly fly by visual references.
06:28However, you do need to know about the EPM, which stands for electronic pilot monitor.
06:32Let's start the engine and avionics to see it running.
06:51Great! Now you see the electronic pilot monitor running.
06:55EPM combines all common motor and rotor monitoring instruments on a single LCD screen,
07:00as well as the in-flight fuel management.
07:03The thing we're most interested in is the smart power indicator.
07:06Have a closer look at it.
07:08It is called the MLI, which stands for multiple limit indicator.
07:12It is a special feature of the Cabri G2.
07:14A red line shows the available performance and limits at a glance.
07:19We will refer to the power indications a lot in our trainings.
07:24Okay, enough talking.
07:25Time to get up in the air and fly.
07:27In our next training, you will have your first taste of piloting the Cabri G2.
07:35Click on the end of the video.
07:36Click on the out-of-body's new website.
07:50Touch this video and click on the back button.
07:51Then you'll see a new track record.
07:51Yeah, it's a new track record.
08:02It's a killer.
08:28Here we are, flying along the Gerezavodan Valley in the
08:32French Alps.
08:34Look around while I'm piloting.
08:35On your left-hand side, you can see the Belladon mountain range.
08:39And on your right-hand side there are the Chartreuse Mountains.
08:42Beautiful, aren't they?
08:47On the count of three, I will give you control of the helicopter.
08:50Prepare to slightly push cyclic forward to maintain the correct attitude.
08:56Three, two, one, it's yours now.
09:08Using the cyclic, keep the helicopter in a straight and level flight along the Iser River
09:13you can see below.
09:14I will take care of the collective control and maintaining the altitude, so you can focus
09:19on our speed and ground track.
09:22Reach cruise speed of 80 knots.
09:24Push the cyclic to speed up or pull the cyclic to slow down.
09:28less restrict warm.
09:40Pull up or move along theupid.
09:43Alright, well for the absorber,Look at the car, we hit one flight.
09:43All right.
09:46We hope theiving and making some eaves pass away.
09:47In the first half, you may stay sindados today.
09:48You may give him double go.
10:00Keep flying straight until the river begins curving to the right.
10:13See how you always need to keep the cyclic deflected to maintain the same attitude.
10:18After you've found a proper cyclic position, use the cyclic trim to release static forces.
10:40It is shortening to the right and the second will begin to protect the right and then take a ะฒะฐั
10:40back into place.
10:41Have a great day!
10:41The first part of the building is another build.
10:41The building is built.
10:44The building is built.
10:48Looking at the building is built.
12:55Just like in airplanes.
13:25Now you see how little pressure on the controls you need to control a helicopter.
13:32Let's do something you never do in airplanes.
13:34Let's bring our airspeed to zero knots.
13:37Gently pull the cyclic back until you reach zero knots.
13:41Let's do something you never do in the airspeed.
13:46Let's do something you never do in the airspeed.
14:11This is called hovering out of ground effect.
14:13Feels interesting for airplane pilots, doesn't it?
14:16Keep the cyclic back to maintain zero knots in airspeed.
14:20Now try to use your trim to move the neutral position of your cyclic.
14:24You can trim the helicopter when you hover, when you climb, or when you're a cruise.
14:28This releases the forces on the stick and lets you better feel the controls.
14:36Nice.
14:40Nice.
14:40Just when you thought flying helicopters is all easy.
14:43I want to admit that currently I'm helping you stabilize our helicopter.
14:46You see, since we slowed down, the airflow over the tail is not enough to counteract the helicopter's rotating tendencies
14:54anymore.
14:55This is called hovering out of ground effect.
14:57Feels interesting for airplane pilots, doesn't it?
15:00So I keep pushing the right pedal and adjusting our cyclic a little to stabilize our flight.
15:05Let me show you what happens when I stop helping you.
15:08Now try to use your trim to move the neutral position of your cyclic.
15:11You can trim the helicopter when you hover, when you climb, or when you're a cruise.
15:16This releases the forces on the stick and lets you better feel the controls.
15:20Okay, I'm assisting you again.
15:23Don't let these rotating tendencies scare you.
15:25It is a fun challenge and you will master it in no time during our next trainings.
15:30You are really good with maintaining the correct speed and making turns.
15:33See you in our hovering tutorials.
16:23Welcome to our first hovering lesson.
16:25To hover in ground effect means to maintain a constant position a few feet above the ground.
16:32It is not as easy as it sounds.
16:34In fact, hovering a helicopter is challenging.
16:37I'd like to try to pat your head and rub your stomach at the same time.
16:41A helicopter has three highly sensitive controls, but at first I will be giving you only one control and time
16:47to handle.
16:48Your first control to master will be the collective lever.
16:52Remember, it is located on the left side of your seat.
16:57The collective controls your height above the ground.
17:00We will use it to take off to a hover.
17:02When you raise the collective control, the pitch angles of the main rotor blades increase.
17:08This increases lift and the helicopter climbs.
17:11When you lower the collective, pitch angles decrease.
17:15This decreases lift so the helicopter descends.
17:19Easy, right?
17:19Another thing we'll need today is the EPM, which stands for electronic pilot monitor.
17:25You might remember it from our previous lesson.
17:29Today, you will learn monitoring power percentage with a multiple limit indicator.
17:38The most important thing to remember about power indications is to never go over 100%.
17:43You can read more about that subject in the briefing notes.
17:46Okay, enough lecturing.
17:48Time to fly.
17:49Before taking off, always check that all gauges are green and that we have enough fuel.
17:54As you can see, the tank is half full.
17:57This is more than enough for our training.
18:00Now look left and right to make sure we don't have people or vehicles approaching.
18:05All good, and we are clear to go.
18:07You have collective control now.
18:09Slowly raise it to the point where we become light on skids.
18:12This will be around 65% of available power.
18:16Be careful.
18:17First, you won't see any reaction to your movement, but power will catch up soon.
18:44Now move the collective just a little more to get to two feet altitude hover.
18:49And don't mind us moving laterally.
18:51Today, I will take care of that.
19:19There you are.
19:20Keep hovering at two feet now.
19:22You see, since we are hovering so low, the altimeter will be not useful.
19:28Judge your altitude just by looking outside.
19:30You are higher than two feet now.
19:32Lower the collective a little.
19:34Two feet is approximately one-third of the length of the cabaret skid.
19:38You are lower than two feet now.
19:40Raise the collective a little bit.
19:45You are lower than two feet now.
19:47Raise the collective a little bit.
19:53You are lower than two feet now.
19:55Raise the collective a little bit.
20:05You are higher than two feet now.
20:07Lower the collective a little.
20:27You are higher than two feet now.
20:29Raise the collective a little.
20:32You are lower than two feet now.
20:41You are lower than two feet now.
20:44Raise the collective a little bit.
20:50You are higher than two feet now.
20:52Raise the collective a little bit.
20:54You are lower than two feet now.
21:12You are lower than two feet now.
21:21Given that we are not moving and there is no wind like today.
21:24Look around and memorize how two feet of altitude looks.
21:32Also, look at the power indications and memorize the number.
21:36This is the amount of power required for hovering and ground effect.
21:40And it depends on lots of factors such as our weight and the weather.
21:44But you may find it useful to remember this number for our training today.
21:47Now let's see how little you should increase power to hover at eight feet altitude.
21:52Gently raise the collective just enough to get to eight feet altitude and stop there.
22:14Great, you are getting more and more confident with collective control.
22:18Keep hovering at eight feet while I'm talking.
22:20Look around and try to remember how eight feet altitude looks like.
22:24Is an important altitude.
22:26You should avoid climbing higher when you hover in ground proximity.
22:30We will talk about it more in our later trainings.
22:33But for now, just remember.
22:35If your engine quits when you are higher than eight feet and you don't have enough airspeed.
22:39You won't be able to land safely.
22:41So, whenever you hover stationary in ground proximity or a hover taxi.
22:46Stay below eight feet and you will be safe.
22:48Now let's go back to a two foot hover.
22:51Still remember which power indications to aim for.
23:03There you are.
23:04I can see that now you understand sensitivity and inertia of the collective lever much better.
23:10Our last objective for this training session is landing from a hover.
23:14Remember to always stabilize your hover at two feet altitude before touching the ground.
23:37Now, very gently lower the collective control until you find yourself firmly on the ground.
24:16Congratulations, you just did your first landing from a hover.
24:20You mastered collective and hovering flight pretty well.
24:24Time to start mastering anti-torque pedals now.
25:06Welcome to the second part of our hovering training series.
25:11This time you'll get familiar with anti-torque pedals.
25:14I will be helping you at first, but by the end of this training session, you will be in full
25:18control over our heading.
25:20Let's start with taking off to a hover. You already know how to do that.
25:24Before raising collective, always check that all gauges are green.
25:28We have enough fuel and there are no obstacles nearby.
25:34All good. You have collective control now.
25:37Gently raise it, get light on the skids first, and only then take off to a two-foot hover.
25:42Come on.
25:42Let's go.
25:44Let's go.
27:15Try to gently apply pedals one after the other, and you will see how the nose yaws in the direction
27:20of the applied pedal.
27:28Easy, isn't it?
27:29Now try to turn toward the helicopter parking on your right-hand side.
27:32Apply the right pedal to start the turn, and the left one to stop at the required heading.
28:18Pretty good.
28:19When making pivoting turns, try to make one smooth movement, and then stop exactly at the desired heading.
28:25Now turn 90 degrees left, back to our original heading toward the runway, and away from the hangars.
29:07Easy, right?
29:08Keep in mind that we use pedals to make turns like that only when hovering. We call it a pedal
29:13turn.
29:14In cruise, we change the direction of flight using the cyclic stick, while pedals are used only for adjusting the
29:20sideslip angle, like in airplanes.
29:24By the way, remember our briefing? There is a torque effect caused by our rotor rotating clockwise, and we use
29:31pedals to eliminate this rotating tendency.
29:33Until now, I was assisting you with the anti-torque control, so you would be able to try changing heading
29:39without additional stress of fighting the torque.
29:42It is time for you to have full pedal control. On the count of three, I will stop assisting you
29:47with anti-torque.
29:48Remember, our rotor rotates clockwise, which means the torque effect will immediately turn our nose left.
29:55You will have to press the right pedal to counteract that torque. Ready? You will be given full pedal control
30:01in three, two, one.
30:04Now, try to maintain our original heading toward the runway. It is all a matter of finding a good position
30:11for the pedals, which counteracts the torque.
30:54We have Patienten by
30:54So, try to maintain our forwardels.
30:55You're doing good. Now let's turn 90 degrees left toward the edge of the trees on the left-hand side.
31:01Yes, the helicopter will try to turn there itself as soon as you ease your right pedal pressure.
31:27With small, gentle pedal's movements, try to keep our nose heading toward the edge of the trees.
31:37Good. You're getting better and better. Let's now slowly turn right all the way to the helicopter parking, which is
31:43behind our back now.
32:21Good. Now let's turn 90 degrees left.
32:24Back to our original heading toward the runway.
33:08Super. Now you know how to change and maintain heading with anti-torque pedals, as well as how to counteract
33:14the torque.
33:16I will now let you perform a little more advanced landing than last time.
33:20You will have control of both collective and pedals at the same time.
33:25First, fully stabilize your hover at two feet altitude. Carefully maintain your heading toward the runway.
33:31Always make sure you don't have any movement or yelling before you touch the ground.
33:48Now, gently lower the collective control until you find yourself firmly on the ground.
33:52Betsy Foxe!
33:53Good. You have a nice turn of guys on the ankle if I am in here
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