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AH-1 Brownout Crash
- Thread starter mmx1
- Start date
Takeoffs in dusty conditions are not as frequent an issue as on landing, but if you're power limited on liftoff, e.g. a Huey or Cobra with full gas and weapons, your ITO may involve being in the dust cloud for an extended period of time close to the ground. That's a bad thing.
http://www.agustawestland.com/products_photo.php?id_product=7&id_cat=1
Scroll down down the pic labeled AW-101-11 to see the "donut" effect that AW is so proud of. It actually works quite well, though obviously wind direction/terrain effects can affect it.
EDIT: actually, the next pic in the line is better.
Scroll down down the pic labeled AW-101-11 to see the "donut" effect that AW is so proud of. It actually works quite well, though obviously wind direction/terrain effects can affect it.
EDIT: actually, the next pic in the line is better.
Have they actually done something with the airflow pattern to give a clear area in the vicinity of the helo, or is that just a photo shot at just the right time?
Steve Davies
Aviation Writer & Photographer
The markings are not correct for it to be an Israeli aircraft. Also, you can hear American accents in the latter part of the video.
That video was of an Army AH-1 in desert Storm (Kuwait). It's frequently used as a training aid.
We've have kind of beaten the dust using a doppler/GPS derived velocity vector which displays on te MFD below 60KGS. Basically at 100', (or just prior to the dust enveloping the cockpit, you set you descent angle and attitude and adjust you pitch to attain a zero forward ground speed in just prior to touch down using the velocity vector. The technique is used several times a night. %99.9 of the landings it works great. The other %.1, we rip off a landing gear or hit a large submerged obstacle. The technique also takes alot of hours at the controls to perfect and maintain. I'd say we probably spent 5-6 hours a month in dusty locations soley practicing assault landings.
We have the "hands off" approach and landing capability, but it's never used, since the obvious hazards of several hovering Chinooks at an objective far out weighs the dust hazards.
Skid, you need to come over and fly the killer egg...you know we just aquired "one of your kind."
We've have kind of beaten the dust using a doppler/GPS derived velocity vector which displays on te MFD below 60KGS. Basically at 100', (or just prior to the dust enveloping the cockpit, you set you descent angle and attitude and adjust you pitch to attain a zero forward ground speed in just prior to touch down using the velocity vector. The technique is used several times a night. %99.9 of the landings it works great. The other %.1, we rip off a landing gear or hit a large submerged obstacle. The technique also takes alot of hours at the controls to perfect and maintain. I'd say we probably spent 5-6 hours a month in dusty locations soley practicing assault landings.
We have the "hands off" approach and landing capability, but it's never used, since the obvious hazards of several hovering Chinooks at an objective far out weighs the dust hazards.
Skid, you need to come over and fly the killer egg...you know we just aquired "one of your kind."
Actually two, one temporary ( great dude) and one permanent (lots of guys scratching their heads on the permanent one and the decision process).
MasterBates
Well-Known Member
Which 60s have HUDs?
The B model can do it with the hover needles, but I never saw a HUD in a B or F.
Americans don't have accents.
H and S have it. Dunno about R.
[mild threadjack]
I don't care what anyone says, the lanyards on the NVDs are an egress hazard. Hell, they even caught on the cyclic as I was trying to get my HUD on last night.
[end threadjack]
phrogpilot73
Well-Known Member
Our Flight E guys attached velcro to them in the back, so if they got hung up the velcro made it a break-away lanyard...