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The upfront ones are likely to have a slightly higher dropout rate, but by the time you’ve clocked up 15-20 hours they should be able to give you a decent assessment of your progress. The first task is researching prior to selecting a school you want to find a school that will be honest with you regarding your potential as a helicopter pilot. For the majority though it’s more of a challenge, and some unfortunates may initially even be assessed as unlikely to become quality chopper pilots. Helicopter schools say they come across the occasional student who takes to helicopter training naturally.
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And the same thing goes when it comes to that impressive, fine art of hovering. So while the fixed-wing pilot can tolerate a fair amount of pitch and roll in the cruise, a rotary-wing pilot will instinctively eliminate those changes in attitude, making for a smoother ride. But you’d best cut that out and be a little more on the ball in a helicopter, as if you allow such attitude changes to occur the aircraft will end up all over the shop. Well-versed fixed-wing pilots come to expect moderate attitude changes and know that their aircraft will ably correct their little errors due to its natural stability, thereby negating the need to make adjustments to correct unwanted changes in attitude. This absorbs more power, but governed systems usually look after these for you. If more pitch is what you need you increase pitch angle on the tail rotor, which will counter the torque and rotate in the opposite direction. The tail rotor is used to rotate the aircraft around its vertical axis like a rudder – reduce the tail rotor pitch and the chopper will turn in the opposite direction to the main rotor’s rotation due to the torque. Coupled with this, a small amount of anti-torque is used as you roll into a turn, but this is sizeably less than rudder use in fixed-wings. This controls the angle of the rotor disc and therefore the attitude – it’s just like the control yoke or stick in a fixed-wing, but loads more sensitive and responsive. Once you’ve sorted your left hand’s role, you use your other thumper to hold the cyclic control. When you increase pitch you simultaneously need to increase power using the throttle on the end of the collective lever as there’s no throttle linkage, in basic helicopters at least (interconnection increases with advanced choppers). With your left hand you grasp the collective lever, which controls the pitch angle (angle of attack) of all the rotor blades. In a chopper your hands are a lot more busy. On top of that, helicopters themselves are basically unstable and it takes longer to build up your confidence, although more advanced choppers have stability augmentation systems and are much easier to fly. The controls are completely different, with different functions and effects, and some even suggest controlling choppers is the complete opposite of fixed-wing aircraft. Well, if all your pilot experience has been on wings that are fixed, brace yourself for a brave new world as the transition to rotary-wing flying is a far cry from transitioning between fixed-wing types. But what makes piloting rotary-wing aircraft that much different to piloting their fixed-wing counterparts? Is transitioning between fixed and rotary-wing a simple skills set conversion with a fair share of overlap between the two, or is it a whole new gamut of skills to get acquainted with? That number is growing every year – a clear indication that the appeal of the rotary-wing sector remains alive and well. In March 2010, of the 13,758 aircraft on the Australian civil register, 1728 (or 12.6 per cent) were rotary-wing.