Rotorcraft Flying Handbook, FAA-H-8083-21

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Figure 18-4. This prerotator uses belts at the propeller hub to drive a hydraulic pump, which drives a hydraulic motor on the rotor mast. ELECTRIC PREROTATOR The electric prerotator found on gyroplanes uses an automotive type starter with a bendix and ring gear mounted at the rotor head to impart torque to the rotor system. [Figure 18-5] This system has the advantage of simplicity and ease of operation, but is dependent on having electrical power available. Using a “soft start” device can alleviate the problems associated with the high starting torque initially required to get the rotor system turning. This device delivers electrical pulses to the starter for approximately 10 seconds before connecting uninterrupted voltage. TIP JETS Jets located at the rotor blade tips have been used in several applications for prerotation, as well as for hover flight. This system has no requirement for a transmission or clutches. It also has the advantage of not imparting torque to the airframe, allowing the rotor to be powered in flight to give increased climb rates and even the ability to hover. The major disadvantage is the noise generated by the jets. Fortunately, tip jets may be shut down while operating in the autorotative gyroplane mode. INSTRUMENTATION The instrumentation required for flight is generally related to the complexity of the gyroplane. Some gyroplanes using air-cooled and fuel/oil-lubricated engines may have limited instrumentation. ENGINE INSTRUMENTS All but the most basic engines require monitoring instrumentation for safe operation. Coolant temperature, cylinder head temperatures, oil temperature, oil pressure, carburetor air temperature, and exhaust gas temperature are all direct indications of engine operation and may be displayed. Engine power is normally indicated by engine r.p.m., or by manifold pressure on gyroplanes with a constant speed propeller. Figure 18-5. The electric prerotator is simple and easy to use, but requires the availability of electrical power. ROTOR TACHOMETER Most gyroplanes are equipped with a rotor r.p.m. indicator. Because the pilot does not normally have direct control of rotor r.p.m. in flight, this instrument is most useful on the takeoff roll to determine when there is sufficient rotor speed for liftoff. On gyroplanes not equipped with a rotor tachometer, additional piloting skills are required to sense rotor r.p.m. prior to takeoff. 18-3
Certain gyroplane maneuvers require you to know precisely the speed of the rotor system. Performing a jump takeoff in a gyroplane with collective control is one example, as sufficient rotor energy must be available for the successful outcome of the maneuver. When variable collective and a rotor tachometer are used, more efficient rotor operation may be accomplished by using the lowest practical rotor r.p.m. [Figure 18-6] Figure 18-6. A rotor tachometer can be very useful to determine when rotor r.p.m. is sufficient for takeoff. SLIP/SKID INDICATOR A yaw string attached to the nose of the aircraft and a conventional inclinometer are often used in gyroplanes to assist in maintaining coordinated flight. [Figure 18-7] AIRSPEED INDICATOR Airspeed knowledge is essential and is most easily obtained by an airspeed indicator that is designed for accuracy at low airspeeds. Wind speed indicators have been adapted to many gyroplanes. When no airspeed indicator is used, as in some very basic amateur-built machines, you must have a very acute sense of “q” (impact air pressure against your body). ALTIMETER For the average pilot, it becomes increasingly difficult to judge altitude accurately when more than several hundred feet above the ground. A conventional altimeter may be used to provide an altitude reference when flying at higher altitudes where human perception degrades. IFR FLIGHT INSTRUMENTATION Gyroplane flight into instrument meteorological conditions requires adequate flight instrumentation and navigational systems, just as in any aircraft. Very few gyroplanes have been equipped for this type of operation. The majority of gyroplanes do not meet the stability requirements for single-pilot IFR flight. As larger and more advanced gyroplanes are developed, issues of IFR flight in these aircraft will have to be addressed. GROUND HANDLING The gyroplane is capable of ground taxiing in a manner similar to that of an airplane. A steerable nose wheel, which may be combined with independent main wheel brakes, provides the most common method of control. [Figure 18-8] The use of independent main wheel brakes allows differential braking, or applying more braking to one wheel than the other to achieve tight radius turns. On some gyroplanes, the steerable nose wheel is equipped with a foot-operated brake rather than using main wheel brakes. One limitation of this system is that the nose wheel normally supports only a fraction of the weight of the gyroplane, which greatly reduces braking effectiveness. Another drawback is the Figure 18-7. A string simply tied near the nose of the gyroplane that can be viewed from the cockpit is often used to indicate rotation about the yaw axis. An inclinometer may also be used. Figure 18-8. Depending on design, main wheel brakes can be operated either independently or collectively. They are considerably more effective than nose wheel brakes. 18-4
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ROTORCRAFT FLYING HANDBOOK 2000 U.S
Page 6 and 7:
HELICOPTER Chapter 1—Introduction
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Technique..........................
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Collision Avoidance at Night.......
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Helicopters come in many sizes and
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Main Rotor Wake Air Jet Downwash Li
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There are four forces acting on a h
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Increased Local Velocity (Decreased
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Load Factor - "G's" 9 8 7 6 5 4 3 2
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Once a helicopter leaves the ground
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otation and blade deceleration take
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lift and thrust are greater than we
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Relative Wind Retreating Side Blade
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Bank Angle Vertical Component of Li
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percent of the radius. In the drive
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Note: In this chapter, it is assume
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The rotor disc tilts in the directi
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By knowing the various systems on a
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If the first and second stage turbi
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The horizontal hinge, called the fl
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RECIPROCATING ENGINES Fuel is deliv
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incorporated to prevent excessive v
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depends on the temperature of the o
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Title 14 of the Code of Federal Reg
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l0 5 l5 20 25 30 35 MANIFOLD PRESSU
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It is vital to comply with weight a
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sive forward displacement of cyclic
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Once you are satisfied that the tot
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Basic Empty Weight Pilot Fwd Passen
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Your ability to predict the perform
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Approximate Density Altitude - Thou
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the entire flight operation. Being
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From the previous chapters, it shou
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2. brief passengers on the best way
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VERTICAL TAKEOFF TO A HOVER A verti
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Control pressures and direction of
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HOVER TAXI A "hover taxi" is used w
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3. Assuming an extreme nose-down at
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tain altitude and r.p.m. As the tor
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Start Turn At Boundary Turn More Th
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the helicopter is being crabbed int
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APPROACHES An approach is the trans
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The maneuvers presented in this cha
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TECHNIQUE Refer to figure 10-2. To
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COMMON ERRORS 1. Failing to maintai
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Figure 10-7. Slope takeoff. be cons
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made in the forward portion of the
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Today helicopters are quite reliabl
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After touchdown and after the helic
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HEIGHT ABOVE SURFACE - FEET 500 450
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helicopter, while the relative airf
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When performing slope takeoff and l
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the main rotor blades having an ang
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WEATHERCOCK STABILITY (120-240°) I
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LOW FREQUENCY VIBRATIONS Low freque
Page 114 and 115: Attitude instrument flying in helic
Page 116 and 117: ways. If the ram air inlet is clogg
Page 118 and 119: to true north. Because the aircraft
Page 120 and 121: AIRCRAFT CONTROL Controlling the he
Page 122 and 123: vertical speed indicator immediatel
Page 124 and 125: POWER CONTROL DURING STRAIGHT-AND-
Page 126 and 127: 50 60 70 80 40 TORQUE 90 30 100 20
Page 128 and 129: to the approximate setting for the
Page 130 and 131: used, the rate of cross-check must
Page 132 and 133: AUTOROTATIONS Both straight-ahead a
Page 134 and 135: { { Flying at night can be a very p
Page 136 and 137: White Red Red White Green Red Green
Page 138 and 139: you are operating off-airport, you
Page 140 and 141: Aeronautical decision making (ADM)
Page 142 and 143: THE DECISION-MAKING PROCESS An unde
Page 144 and 145: Night VFR Accident Rate Per 100,000
Page 146 and 147: STRESSORS Physical Stress—Conditi
Page 148 and 149: OPERATIONAL PITFALLS Peer Pressure
Page 150 and 151: January 9th, 1923, marked the first
Page 152 and 153: LANDING GEAR The landing gear provi
Page 154 and 155: Helicopters and gyroplanes both ach
Page 156 and 157: elative wind striking the advancing
Page 158 and 159: subject to pendular action in the s
Page 160 and 161: Due to rudimentary flight control s
Page 162 and 163: Gyroplanes are available in a wide
Page 166 and 167: inability to use differential braki
Page 168 and 169: As with most certificated aircraft
Page 170 and 171: 8 TOTAL TAKEOFF DISTANCE TO CLEAR 5
Page 172 and 173: The diversity of gyroplane designs
Page 174 and 175: minimize the length of the ground r
Page 176 and 177: adjust the fuel/air mixture to achi
Page 178 and 179: maximum performance is desired, two
Page 180 and 181: Start Turn At Boundary Turn More Th
Page 182 and 183: Shallowest Bank UPPER HALF OF CIRCL
Page 184 and 185: of failing to monitor and maintain
Page 186 and 187: for the gyroplane. When using the s
Page 188 and 189: Gyroplanes are quite reliable, howe
Page 190 and 191: BUNTOVER (POWER PUSHOVER) As you le
Page 192 and 193: As with any aircraft, the ability t
Page 194 and 195: leaves few places to safely land in
Page 196 and 197: GLOSSARY ABSOLUTE ALTITUDE—The ac
Page 198 and 199: FREE TURBINE—A turboshaft engine
Page 200 and 201: TRANSLATIONAL LIFT—The additional
Page 202 and 203: A ABORTED TAKEOFF, GYROPLANE 21-1 A
Page 204 and 205: turn indicators, 12-4 GYROSCOPIC PR
Page 206 and 207: R RAPID DECELERATION 10-3 RECIPROCA
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Rotorcraft Flying Handbook, FAA-H-8083-21

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