Does The HV Diagram Apply To The Helicopter Landing?

[brianrutledge]

Great video explanation of the H/V Diagram Kenny. It so important pilots understand what the diagram is used for.

[SoloRenegade]

H/V is not about how likely the engine is to suffer a failure. It's about whether you have the total energy necessary required to execute a safe landing should an engine failure or OTHER main rotor drive system failure occur (what if the main drive belt or gearbox gears disintegrated, for example?).

On approach to landing you're already in a descent and slowing down, reduced AOA, etc. And so should a failure occur, you are essentially already in that emergency landing profile. Either let it fall into an abbreviated auto (adjusting speed as necessary), or hover auto. But some combinations of zero airspeed and HOGE are still going to be risky (not enough altitude to build up airspeed, and too high to hover auto safely).

If at any phase in flight you find yourself with the wrong combination of airspeed and altitude, you will not be able to execute a safe landing in the event of a loss of main rotor power because you lack the total energy required. Doesn't matter if taking off, landing, or cruising.

[MojoFett]

I'm glad you're uploading all these cool videos! Commercial checkride is coming up soon, and these talks are great reviews and thought exercises!

[rotorbro]

Another great video Kenny! Just wanted to include supporting information. At the Robinson Safety Course, Tim Tucker talks about the HVD! As Robinson Helicopter’s Chief Pilot, he explained their HVD is used for takeoffs as well as straight and level. The bottom curve is for takeoff and where the line bends 45 degrees to the top left is for straight and level. Robinson refers to the bend as the “knee”. I always emphasize this during slow and controlled steep approaches!

[mlr]

What helo ‘flights’ don’t..would be the question I believe. It’s a necessary part of the flight regime, or a characteristic thereof. As stated, the less time spent in the HV area the better..

[pag]

Glad to say I took 2 check rides with Gerry V. in Kenosha-KENW many years ago.

[timarnold]

A caveat to your HV Diagram comment by your old instructor saying it is just for take-off is not totally true. For those people who linger in the upper or lower curves and fly there a lot will get bitten. Long-liners who haul logs, etc. in the upper will be hurt or killed if they flame-out. The same holds true for folks who operate in the lower arc. But for the most part, I like to escape right between them on take-off and remain out of the two curves as much as possible. It’s all about exposure… minimize one’s exposure. After 3, 000 hours in rotorcraft-helicopter and almost 13, 000 in fixed-wing ASEL and AMEL, I like playing it safe. As my second grade teacher, Mrs. McCarthy once said: “Class, live in the HV Curves, die in the HV curves!” But the BEST thing to avoid is flying a Robinson. They are the most dangerous flying machine on the planet. Very much in-like an AR-15 or 30-round magazines, Robinson DO kill people!!

[supertonique]

Only one answer to your question : "Yes ! Of course !"

[SpaceForceRecon]

Because of the type of flying I have to do for work, I think about 10% of my flying is outside the HV diagram.