Best regs
Anders HPL

From my personal experience I can say that a 90 degree bank is quite OK for a helicopter, though in almost all flight manuals you shall find a limitation of 60… Safety first.

Then they can spin around a spot on the ground forming something psychologically feeling like a tornado!
You sit inside, press any pedal – depending on the direction – though only one direction is really more safe – depending on the tail rotor side and direction of its spin. Simultaneously you steer it with the cyclic in a way for the helicopter to be moving on a curved path forming a circle around a spot.. You can go many circles in a row following the same trajectory. Very maneuverable human invention!
For someone on the ground it feels like being in a storm – it spins fast and raises dust with wind at low altitude. This maneuver is for machine gun operation: you never lose sight of your target – the barrel exactly points where you want it, at the same time the aircraft is moving very fast, not so easy to hit from the ground especially when it raised dust and gained some altitude perfectly seeing the enemy. Launch a few unguided 80 (Russian) or 70 (USA) mm rockets from pods – and the job is done, even a 23 (R), 30 (R) or 20 (USA) mm round is very powerful. Never try this because only serious military machines have armor plating – its you behind a glass and the enemy can still predict your trajectory if you are not careful and not acting fast and unpredictably…
A great maneuver for fun and sport wars are for soldiers..

Then there is this “turn from a hill” – the crown jewel of helicopter maneuvers (after hovering) – at least I think so.
One pilot called it a “split S” meaning the way it is performed. I do not really like this name: I want my ass wHole in one piece
You start level flight with 100 knots and pull the cyclic sharply but calmly without rolls, just with a steep climb. Once you lose airspeed to about 30-40 knots with your back PARALLEL to the ground, you do a pedal turn (!) with now your face looking directly down or almost down – no loops, danger of mast bumping, the rotor MUST be loaded all the time – no low G maneuvering. Important – put the cyclic in the position corresponding with your direction of pitch – forward out of backwards, otherwise you have just climbed and that’s it! You are to return by the same path as you went up! IF THE ROTOR WAS WELL LOADED you would not bump the mast (especially dangerous on Robinsons and Jet Rangers) and the pedal turn here is a cheat on this natural phenomenon of weightlesness – works fine.
Then you dive down reaching your previous airspeed of 100 knots.
I have personally done this around 10-15 times in R44s Raven I and II. Maybe the explanation is not totally understandable – not too dangerous but there are precautions. I got a little afraid myself when I’ve read what I wrote!
Anyway -this is a military maneuver to be performed with different rotor systems. 3,4,5 and more blades substantially decrease this mast bumping effect of 2 blade helicopters.
For flight in canyons and in the mountains. You fly in a canyon with 2 walls – no rolls. Then a wall grows in front of you!!! Your only chance is to climb and drop airspeed FAST. Or there are no walls but the enemy is below you, you have just engaged the target in a narrow canyon and are now showing your tail! Just a climb and a turn – you are again facing your adversary with good altitude and precisely on the same path you have just tried and passed successfully – a BIG advantage in the mountains. You attack again… Being absolutely unpredictable to an unprepared enemy (if they see it for the first time).
This is thrilling and fun – but take care!

Hovering is great – it is the helicopters main ability!!! Fantastic.

Great site – I wish to write more but have no time for it now

Take care. Fly responsibly and safely. My instructors are former Russian military pilots… If you want something of the kind – find professionals and proper aircraft. I know that someone will definitely criticize me here. But this comes from personal experience and I do normal flying too

You have a valid point there by raising this “electronic engine management system”. The Seaking is not equipped with such a system, i.e. as in FADEC etc.

I think what was meant here by “The electronic engine management system attempts to prevent damage to the over-speeding engine by shutting down both engines” is the engines’ overspeed protection system (O/SP), which cuts-off fuel to the FCU thus shutting down the engine.

The S61A-4 (Royal Malaysian Air Force version) that i am flying has the No 1 Engine as the critical engine in case of IFWU failure. In which, the loss of that engine will mean total loss of control. The No 2 Engine has that O/SP removed.

So in this case, most likely scenario is the IFWU failure followed by No 1 Engine failure, in my humble opinion.

Thank you.

murthy

This something new added to the S61, (Engine electronic management system).
S61 never had such a thing ?????? Both engine operated independent of each other, two fuel controls, separate engine controls ?????