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Helicopter Wheels
- Thread starter BACONATOR
- Start date
No, it's free to rotate 360 and not connected to pedals. Yaw inputs will get it turning in the right direction, with a tad bit of cyclic into the turn to keep a "balanced" turn. Because it can rotate 360, when you get slow or stop in a turn, it tends to want to cock off 90 degrees or so. If that happens, you've got to pick the nose wheel off of the deck and it will straighten out. But that requires a little less than HIGE power and you piss off people and things around you.
So it doesn't lock at all? Not surprising since a nosewheel is a lot more stable than the tailwheel in our 60S.
And as for the bold... probably not "piss off" and probably more "knock over/blow away".
I was 100 feet away from a shitter and had to lean into the blast to not get blown back.
Ya, we generally remain locked unless we're taxiing. (ie: T/O checks include locking the tailwheel). Limited to 60KGS for landing with a locked tailwheel and 20KGS if it's unlocked. That's why I asked about locking. Wasn't sure if it made a difference, but nosewheel aircraft are MUCH more dynamically stable than tailwheel so it makes sense that you don't need to lock. However, is there some sort of spring tension or dampers which keep the nose straight in equilibrium? I mean I just figured if there wasn't, and the nosewheel got cocked in flight, landing could get quite catastrophic.
There are some springs and some other mechanical gizmos in the strut. PFM. We're ground speed limited, so the tires won't shimmy off. Taxi nice and controlled without making extremely sharp turns and things go well.
Worse off is when the one of the gear won't extend. Takes a bit of ground crew coordination at that point.
Worse off is when the one of the gear won't extend. Takes a bit of ground crew coordination at that point.
I've seen that vid. Those ground guys are great. It takes big brass ones to park yourself under 70K pounds of metal being controlled by a pilot over a pitching deck, and go to work.
Interesting, 75 and 40 locked/unlocked for the F and H. Gonna have to look at the new Superhawk tomorrow to see if it changed for us now.
Doubt it. Has more to do with the different tailwheel location.
Wut he sed.
Yeah, looked it up and thought about it and that makes sense.
(Discussion on H-60 tailwheel groundspeed limits with it locked, unlocked, shimmy damper, no shimmy damper B/F/H/R/S/???)
Those numbers always seemed to vary and were generally optimistic. (Ever been told, "The shimmy damper is just fine, it doesn't need a new one."?)
Those numbers always seemed to vary and were generally optimistic. (Ever been told, "The shimmy damper is just fine, it doesn't need a new one."?)
Well, I know for a fact that you can do a running landing in a Hotel at around 80 KGS. I don't really know where the numbers come from i.e. what the limiting factor is.
For us Army Hawk guys, 60kts GS is the general gouge on what big Army paid to have the tailwheel tested for. All roll-on's are shot looking for <60kts GS. For the Navy H-60F/H , I don't remember a NATOPs speed as an AW, only to call "HOT brakes" as I held my head out the door to spot the landing.