Helicopter Maximum Performance Takeoff

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Maximum Performance Takeoff by Kenny Keller Helicopter Online Ground School, LLC.

[petergrant]

Maybe almost 30 years ago, while working in GE Lynn, we built the T700 engines for the Army Blackhawks. Two Pilots were touring the plant, as they often did. They told some of us assemblers to come watch them as they left the plant later in the day. So we did. These pilots got the engines all warmed.... and to our amazement lifted the helicopter straight up what I estimated to be ten stories high.... in what seemed liked a second... paused for a second and booked west down the Saugus river... our jaws hanging... it was a moment before they headed back over the plant at 200 feet and headed towards Logan Airport or points south.. Certainly they were pushing the limits of the Blackhawk as a show of appreciation of us building the best jet engines in the world.

[flashcar]

I remember, when getting checked out in an Enstrom 280FX, the CFI suggests we do a Max-P from a runway straight up to 500 AGL. The machine did it in no time flat, and I was impressed with its performance. But those days are over; I'll be following KK's advice do two-step takeoffs. Rollovers happen to the nicest people!

[markmcdaniel]

Great explanations and demonstrations on max performance take offs Kenny. Good video technic on Heathers part too, Enstrom looking good in flight.

[adlodewijkx]

Greetings from The Netherlands, enjoying your channel.

[BoBo-SpackleMunkey]

On Point Kenny...it ALL depends on the situations you're in...I have had to use all the techniques and them some. I've also demonstrated doing Max power T/O reducing power & still climbing by using the wind mechanical advantage on upslope side flying in the mountains.. riding that elevator😎👍🏼

[justinbussa]

Great video! Love the multiple perspectives

[rogerbartels]

Another great video Kenny. You have a very useful and educational channel. The gradual power increase works by the physics of the conservation of momentum. Keep the momentum of movement moving by the gradual increase of power will keep the helicopter climbing to a higher altitude. Great examples, all of which are good and one or the other specifically, depending upon the circumstances, as you said. One other maximum performance possibility is to back up to your obstacle, accelerate away from your obstacle and then turn toward your obstacle climbing and gaining speed. This will give you a speed and altitude advantage as you are turning toward the obstacle that you wish to fly over. IF you have enough room, it works great. In Alaska I flew float planes into lakes that were too small to take off from with a straight run. Similar to the circling take off with a helicopter, I would make at least 1 circle or sometimes 2 circles to gain enough speed to take off toward the outlet of the lake, usually a stream that was at about the same elevation as the lake water, then accelerate in ground effect, then fly away. I also really like the fact that you reply to comments. I always love my aircraft and am always disappointed when it is time for them to go. Happy flying and stay safe and well.

[condorscuba]

I am a pilot from Guatemala and enjoy your channel. I got my private in Enstroms. Great Choppers! Keep going.

[MrThuggery]

I think you'll find most competent SAR pilots around the world do it all that way Kenny! Into the hover, all good, pull up to a clearance height and fly away, excellent video!

[goncalolemos]

Learned a lot with your fantastic videos!! Many thanks!! Just would need some tips for making my checklist for flight, and during flight . Some quick reading to remember some of the stuff that can be forgotten

[monicaloftus]

Pitch and throttle curve management is key folk's ☝

[alexwonner]

Really really enjoying this teaching. Amazing.

[davidwallace]

Wonderful! Thank you for your time and effort!

[CharlieBriggsUK]

Hi Kenny thanks for this session. I have a theory for why the reduced power, slow vertical climb results in a higher ceiling:
The reduced rate of ascent reduces the amount of induced flow, thus maintaining a higher angle of attack for a given pitch angle.
The lower collective setting also reduces torque, and thus loss of power through the tail rotor. This also reduces tail rotor drift, resulting in less cyclic correction and thus a more vertical Total Reaction of rotor lift.
I reckon these 3 factors could account for the noticeable difference in outcome - what do you think?

Also can I ask your advice on something: one of my instructors told me that dropping from a standard hover to lower hover before pulling up into this takeoff, could allow us to get a 'bounce' off the high pressure GE cushion, to better accelerate upwards. Is that something you've heard of? Thanks a lot!

[capecopters]

I appears that at 10:25 into the video you momentarily got into ground resonance which ceased once you were in the air.

[carltotillo]

You said you had a max of 39in of manifold pressure. Is this because the engine has a turbo?

[alexwonner]

Maybe not using max power is a fine balance between drags or excess vortices and more efficient blades at a very small different angle of attack compared to the full max power? Just thinking loud...

[brianholt]

Check mag's before liftoff right ?

[jonathanludgater]

Another reason that turbine engines fail is gyroscopic precession, if you are at high power and start a turn that is when a blade is more likely to come off from a previous weakness, have seen this in the Airline world a few times, all good until that first turn and then bang. Great channel, as a low time helicopter pilot with a lot of fixed wing time this sort of thing is gold. Thanks.

[zhypontanar]

im not a aeronitocs students im a criminology students ang im here to learn about how to fly and landing etc