Back int he h52 days we did full autos to the water and runway with the standardization teams. I know of a few actual engine failures followed by sucessful auto. Have the h65 ever had dual engine failure and autoed and do you practce full autos to the runway? How about single engine failure and too heavy to fly on one?

Have been a 65 FM since 87, never heard of a 65 losing both engines and making an actual full auto rotation. HH-65A and B models did practice autos to the runway with both engines at ground idle. Engines were brought back to flight idle at 125 feet. The c model pilots don't practice autos, c model can hover on one engine. A and B models practiced single engine and if you lost and engine in a hover you were not going to stay in a hover for very long.

Basically the C model can't be made to simultate a autoration like the A and B model due to the power the engines produce.

Tank killer could explain it better.

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Originally posted by joedepilot:
Back int he h52 days we did full autos to the water and runway with the standardization teams. I know of a few actual engine failures followed by sucessful auto. Have the h65 ever had dual engine failure and autoed and do you practce full autos to the runway? How about single engine failure and too heavy to fly on one?

Years ago, the first year or so of the A models at ATC, we did full autos to the runway. However I think we had a profiency problem and we hadn't figured out the H65 was not the H52. I have done them often in the H65A. After a series of very hard auto's where the TRB's hit the inside of the fenestron and the MRB's struck the top of the fenestron, practice auto's to the runway were stopped. The risk for a hard landing was too high. I have done a few practice auto's to the water in the H52. It was not on my flight but a full auto was done to the water and it FOD'd out the engine. The 41 had to tow the helo back to the station where it was lifted out of the water.

I don't recall any dual engine failures to a full auto. I do know of single engine failures and one mishap where one engine was failing and the good engine was indavertantly brought back. I also know of a single engine failure in the Med, and the helo had to do a single engine landing to the back of a ship. The pilot tells a great story about that. Landing in Lebanon or Syria was not an option at the time.

You airdales are superbly crazy. You never heard of a blackshoe deliberately sinking a boat in practice, or maybe running into the dock for practice, have you? Hard landing? Like anything else is possible when ya' ain't got no engines? This auto-rotate stuff, the only thing I know that would get auto-rotated is my colon, as my sphincter would be be quickly twisting up in double-runnin' snipe snarls if the engines ever quit on me.

Auto's were fun in the back of an H 3 when you get that first sense of weightlessness when the pilots drop the collective and then get heavy again during the first strong flare as slows decent in an albeit very shaky manner.
Flying down the runway sideways while the drivers tried to land during a simulated tail rotor failure was also pretty interesting/exciting, but the best was when the stan team drivers would really put the cowboys though their paces at a fresh water lake in the mountains of Alaska simulating multiple failures out of sight and mind.

Yes, we had to stop doing practice autorations in the C model because the engines are literally too smart for their own good.

The system will not allow the rotor system to fluctuate enough to make the training realistic. Maybe someday they will make a pracice autorotation switch that overrides all that but its not likely to happen.

I do believethe H-60s do practice autorotations at altitude still but I am not sure.

Never done an autorotation... not sure I would like to....perhaps if you had enough altitude.. just not sure... doing stalls in an airplane (done lots of those) is a different, in my limited opinion... they could be fun

Wray...

When i flew Hueys(E&H) for florida forestry i would do 4-5 full autos couple times a week. Could do zero ground speed or slide 2-3 skid lengths to grass. Land light as a feather. We flew single pilot no crew. Did not have radar altimeter just MK1 eyeball and experience. Have 5000+ helo time. Me and flying buddy who was ex Army pilot were discussing one day what the difference would be with the engine out versus at idle. Few days later he called and said it was the same! He shut it down after entering auto and did a really full auto. Still bet his pucker factor was high.

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Originally posted by joedepilot:
When i flew Hueys(E&H) for florida forestry i would do 4-5 full autos couple times a week. Could do zero ground speed or slide 2-3 skid lengths to grass. Land light as a feather. We flew single pilot no crew. Did not have radar altimeter just MK1 eyeball and experience. Have 5000+ helo time. Me and flying buddy who was ex Army pilot were discussing one day what the difference would be with the engine out versus at idle. Few days later he called and said it was the same! He shut it down after entering auto and did a really full auto. Still bet his pucker factor was high.

Ya...I think the only difference between engine on and off is a psychological one. With the engines off you only get one chance.

As I get older my body is loosing tolerance for doing multiply auto's. I'm thinking my inner ears were getting tired of the G's. I never liked the auto's where a younger pilot would "chase the turns" with the collective to maintain the correct NR and the helo whifferdills while dropping.

The pucker factor was always high, inches off the deck, looking at the centerline out the left cabin door window of a 65A. oh yeah, that was loss of tailrotor...

Nut, I say ... the only autorotate I do is from a standing position to the toilet seat when I have to pinch one in a hurry.

We don't even practice auto's in the MH-65C anymore. The closest we come is a single-engine failure ( a training "simulation")in which there really is no loss of power.
I do remember the days of being able to hold a pen up at the beginning of an autorotation and letting go when the collective was dumped and the pen would hover in mid-air for a second.

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Originally posted by SociallyAutistic:
You airdales are superbly crazy. You never heard of a blackshoe deliberately sinking a boat in practice, or maybe running into the dock for practice, have you? Hard landing? Like anything else is possible when ya' ain't got no engines? This auto-rotate stuff, the only thing I know that would get auto-rotated is my colon, as my sphincter would be be quickly twisting up in double-runnin' snipe snarls if the engines ever quit on me.

Probably only thing a blackshoe can equate it to is DC drills. You practice for the unexpected(although helo crews KNOW something bad is gonna happen!)

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I do remember the days of being able to hold a pen up at the beginning of an autorotation and letting go when the collective was dumped and the pen would hover in mid-air for a second.

If that is how you did autorotations, you did them wrong.

Cowboys, how many drivers wore cowboy boots while flying??

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Originally posted by Dolphindriver:

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I do remember the days of being able to hold a pen up at the beginning of an autorotation and letting go when the collective was dumped and the pen would hover in mid-air for a second.

If that is how you did autorotations, you did them wrong.

I'm thinking he is talking about chops at 200'??

I was going to comment on the negative G but did not think there were any pilots on here who would notice.

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Originally posted by asm3driscoll:
Cowboys, how many drivers wore cowboy boots while flying??

In the old days wore tan wellingtons.

"Cowboys, how many drivers wore cowboy boots while flying??"
I know of one, "The Whirlybird Cowboy".
He retired Feb. 1989. USA flew Hueys, CG flew H52 & 65, flew 65 EMS, then retired and is now painting great pictures in Northern Cali.

I thought maybe only the goat drivers would wear welly's?