The only real killer if low rotor rpm and negative G pushovers, those to things will get you killed fast.

That’s why you don’t get into low RPM, and why you train and train your emergency procedures! , reduce collective and maintain attitude.

Hawke: Dominic... Metralletas.

Ya ese modelo es viejo... Igual al Lobo del Aire.

because the helicopter can "fly", there inherent dangers leading to injury and death in the event of a crash. all the buttons and gauges in an "aircraft" are there to for the pilot to utilize, so they can have the safest flight possible. it's common to have more than one gauge that shows the same information and multiple buttons for back up purposes. this is handy in the event of somethings such as an instrument failure in mid-flight, - then you can rely on a back up rather than just have a high chance of crashing because you don't have another system to rely on. i hope that explains some what why the cockpit may seem overwhelming and have "many buttons and gauges".

Tells us pilots how high we are, how fast we're going, how our engine is performing, lights, power ect.

😂😂

Just don't do that.

The R22 can barely do all of this. It definitely isn't something I'd attempt in a flapping rotor, piston aircraft. There's a reason most people who get into real helicopters refuse to fly in a Robinson.

Don't try this at home.

Ye[p (was joke. I know that real helicopter rotor assemblies cannot take negative g force and don't have negative pitch. Heck, the R22/44's suffer from boom strikes as a result of low g pushovers.)

No they can't 😉😉😉😉😉

It is crazy but look up helicopter mustering in Australia

I take it you don't know how hard helicopters are to fly.

Gary Vale Pulling the collective up increases the pitch of the blades which puts drag on them, slowing them down. Eventually they will stop turning and you'll have no lift. By dropping the collective you are putting as little drag on the blades as possible and keeping them rotating for longer, the still turning rotor disk then acts as a sort of parachute and the air being forced through the rotor disk by the forward flight is keeping it turning. You then trade the last remaining energy in the rotor disk for lift at the flare just before touchdown to give you a softer controlled landing.

thanks ..now I understand...

+Gary Vale Pulling up the collective immediately would cause a catastrophic blade stall, the whole mess (with you in it) assumes the aerodynamic qualities of a brick. The low RPM horn in the Robinson comes on at 97% RPM, I think they said at the course that below 82% the rotor decay becomes exponential and you are doomed. Robinson's have a low inertia rotor system, so getting the collective down immediately is ingrained from the first few hours of training. That, and what 98abaile said :) Also the centripetal forces on the blades make them rigid, once you break that laminar airflow over them and they stall they will "tulip", which means just like it sounds. They fold up from the blade root and look like a tulip.

you'll just slam like a rock from the sky