Rotorcraft Flying Handbook, FAA-H-8083-21

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8 TOTAL TAKEOFF DISTANCE TO CLEAR 50 FT. OBSTACLE Running Takeoff to 30 MPH & Climb out at 50 MPH CAS Weight 1800 LBS Rotor Prerotated to 370 RPM Zero Wind Pressure Altitude in Feet (x 1000) 7 6 5 4 3 2 1 0° F 20° F Std. Temp. 40° F 60° F 80° F 100° F 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 Total Takeoff Distance to Clear 50 FT Obstacle in Feet (x 100) Figure 19-5. Takeoff performance chart. rotor prerotation speed of 370 r.p.m., and no wind. Variations from these conditions alter performance, possibly to the point of jeopardizing the successful outcome of the maneuver. which provide important information that may not be committed to memory. HEIGHT/VELOCITY DIAGRAM Like helicopters, gyroplanes have a height/velocity diagram that defines what speed and altitude combinations allow for a safe landing in the event of an engine failure. [Figure 19-6] 400 HEIGHT vs. VELOCITY FOR SAFE LANDING Avoid Continuous Operation In Shaded Area. During an engine-out landing, the cyclic flare is used to arrest the vertical velocity of the aircraft and most of the forward velocity. On gyroplanes with a manual collective control, increasing blade pitch just prior to touchdown can further reduce ground roll. Typically, a gyroplane has a lower rotor disc loading than a helicopter, which provides a slower rate of descent in autorotation. The power required to turn the main transmission, tail rotor transmission, and tail rotor also add to the higher descent rate of a helicopter in autorotation as compared with that of a gyroplane. Height Above Runway In Feet 300 200 100 0 0 20 40 60 80 100 EMERGENCY SECTION Because in-flight emergencies may not allow enough time to reference the flight manual, the emergency section should be reviewed periodically to maintain familiarity with these procedures. Many aircraft also use placards and instrument markings in the cockpit, Indicated Airspeed In MPH Figure 19-6. Operations within the shaded area of a height/velocity diagram may not allow for a safe landing and are to be avoided. 19-3
HANG TEST The proper weight and balance of a gyroplane without a flight manual is normally determined by conducting a hang test of the aircraft. This is achieved by removing the rotor blades and suspending the aircraft by its teeter bolt, free from contact with the ground. A measurement is then taken, either at the keel or the rotor mast, to determine how many degrees from level the gyroplane hangs. This number must be within the range specified by the manufacturer. For the test to reflect the true balance of the aircraft, it is important that it be conducted using the actual weight of the pilot and all gear normally carried in flight. Additionally, the measurement should be taken both with the fuel tank full and with it empty to ensure that fuel burn does not affect the loading. 19-4
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ROTORCRAFT FLYING HANDBOOK 2000 U.S
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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
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Attitude instrument flying in helic
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ways. If the ram air inlet is clogg
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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 164 and 165: Figure 18-4. This prerotator uses b
Page 166 and 167: inability to use differential braki
Page 168 and 169: As with most certificated aircraft
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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