That's probably because helicopter pilots know there is something called a " Dead Man's Curve " attached to it.I've always like the bit about the difference between fixed-wing pilots and helicopter pilots - it's something like this:
Airplane pilots are generally cheery, upbeat, friendly optimists. Their aircraft wants to fly, even soar gracefully and joyously. If the engine dies, they simply continue to glide, and have lots of time to set up a workable landing.
Helicopter pilots are generally cynical, cranky, grumpy ****ers, who know that Murphy is their co-pilot, and they're flying a machine that's only inches from flying apart when things are going well. If they lose power, they're taking a barely-controlled plummet to the ground, and if they're very very lucky, they'll have one brief chance to bring the aircraft in without making a fresh crater.
What about the CH-47 Chinooks? They certainly have been around since the early 60’s, and are still in service.UH-1Y, still in service and still being made. The Huey sure has evolved - five tons added, horsepower more than tripled over the years.
There aren’t many machines with that kind of endurance and legacy. The UH-1, C-130, Cessna 172, Jeep.
I tried to qualify for Warrant Officer Flight School. While I was at Fort Campbell the army came out with a new test for chopper pilot school, the FAST-2. And they were still testing this new test. So they had an assembly and had a large group of us take the test. It turned out that me and a couple of other guys at that base had set new high scores for this test, so of course I got kind of excited at that possibility. It would sure beat the hell out of being a ground pounder with a bunch of reprobates and rejects (“military or jail”). I couldn’t get a waiver for being 6’7”, they said that I wouldn’t fit in a cockpit.If you find yourself in a fuselage that is going slower than the wings, you are in a helicopter, and thus in an unsafe place. Everything on a helo works against everything else...
That Crash Truck in the background is an O-11A. I trained on one of those when I went through Chanute in 1975.
What will surprise you more (It did me) is that directional force or "lift" is applied 90 deg. (90 degree phase lag) from the desired direction due to the gyroscopic effect of the blades. When I first learned this I was like, "Wait, what?!"Wow, never realized that the blades rotate with every 360* turn of the rotor assembly. It makes perfect aerodynamic sense, but that must be an interesting arrangement. I will have to google that to see what arrangement is used to keep everything turning and how they adjust it.