Rotorcraft Flying Handbook, FAA-H-8083-21

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of failing to monitor and maintain proper airspeed. In powered flight, if the gyroplane is flown below minimum level flight speed, a descent results even though full engine power is applied. Further reducing the airspeed with aft cyclic increases the rate of descent. For gyroplanes with a high thrust-to-weight ratio, this maneuver creates a very high pitch attitude. To recover, the nose of the gyroplane must lowered slightly to exchange altitude for an increase in airspeed. When operating a gyroplane in an unpowered glide, slowing to below the best glide speed can also result in a high rate of descent. As airspeed decreases, the rate of descent increases, reaching the highest rate as forward speed approaches zero. At slow airspeeds without the engine running, there is very little airflow over the tail surfaces and rudder effectiveness is greatly reduced. Rudder pedal inputs must be exaggerated to maintain effective yaw control. To recover, add power, if available, or lower the nose and allow the gyroplane to accelerate to the proper airspeed. This maneuver demonstrates the importance of maintaining the proper glide speed during an engine-out emergency landing. Attempting to stretch the glide by raising the nose results in a higher rate of descent at a lower forward speed, leaving less distance available for the selection of a landing site. COMMON ERRORS 1. Improper entry technique. 2. Failure to recognize a high rate of descent. 3. Improper use of controls during recovery. 4. Initiation of recovery below minimum recovery altitude. LANDINGS Landings may be classified according to the landing surface, obstructions, and atmospheric conditions. Each type of landing assumes that certain conditions exist. To meet the actual conditions, a combination of techniques may be necessary. NORMAL LANDING The procedure for a normal landing in a gyroplane is predicated on having a prepared landing surface and no significant obstructions in the immediate area. After entering a traffic pattern that conforms to established standards for the airport and avoids the flow of fixed wing traffic, a before landing checklist should be reviewed. The extent of the items on the checklist is dependent on the complexity of the gyroplane, and can include fuel, mixture, carburetor heat, propeller, engine instruments, and a check for traffic. Gyroplanes experience a slight lag between control input and aircraft response. This lag becomes more apparent during the sensitive maneuvering required for landing, and care must be taken to avoid overcorrecting for deviations from the desired approach path. After the turn to final, the approach airspeed appropriate for the gyroplane should be established. This speed is normally just below the minimum power required speed for the gyroplane in level flight. During the approach, maintain this airspeed by making adjustments to the gyroplane’s pitch attitude, as necessary. Power is used to control the descent rate. Approximately 10 to 20 feet above the runway, begin the flare by gradually increasing back pressure on the cyclic to reduce speed and decrease the rate of descent. The gyroplane should reach a near-zero rate of descent approximately 1 foot above the runway with the power at idle. Low airspeed combined with a minimum of propwash over the tail surfaces reduces rudder effectiveness during the flare. If a yaw moment is encountered, use whatever rudder control is required to maintain the desired heading. The gyroplane should be kept laterally level and with the longitudinal axis in the direction of ground track. Landing with sideward motion can damage the landing gear and must be avoided. In a full-flare landing, attempt to hold the gyroplane just off the runway by steadily increasing back pressure on the cyclic. This causes the gyroplane to settle slowly to the runway in a slightly nose-high attitude as forward momentum dissipates. Ground roll for a full-flare landing is typically under 50 feet, and touchdown speed under 20 m.p.h. If a 20 m.p.h. or greater headwind exists, it may be necessary to decrease the length of the flare and allow the gyroplane to touch down at a slightly higher airspeed to prevent it from rolling backward on landing. After touchdown, rotor r.p.m. decays rather rapidly. On landings where brakes are required immediately after touchdown, apply them lightly, as the rotor is still carrying much of the weight of the aircraft and too much braking causes the tires to skid. SHORT-FIELD LANDING A short-field landing is necessary when you have a relatively short landing area or when an approach must be made over obstacles that limit the available landing area. When practicing short-field landings, assume you are making the approach and landing over a 50-foot obstruction in the approach area. To conduct a short-field approach and landing, follow normal procedures until you are established on the final approach segment. At this point, use aft cyclic to reduce airspeed below the speed for minimum sink. By decreasing speed, sink rate increases and a steeper approach path is achieved, minimizing the distance between clearing the obstacle and 20-13
making contact with the surface. [Figure 20-14] The approach speed must remain fast enough, however, to allow the flare to arrest the forward and vertical speed of the gyroplane. If the approach speed is too low, the remaining vertical momentum will result in a hard landing. On a short-field landing with a slight headwind, a touchdown with no ground roll is possible. Without wind, the ground roll is normally less than 50 feet. SOFT-FIELD LANDING Use the soft-field landing technique when the landing surface presents high wheel drag, such as mud, snow, sand, tall grass or standing water. The objective is to transfer the weight of the gyroplane from the rotor to the landing gear as gently and slowly as possible. With a headwind close to the touchdown speed of the gyroplane, a power approach can be made close to the minimum level flight speed. As you increase the nose pitch attitude just prior to touchdown, add additional power to cushion the landing. However, power should be removed, just as the wheels are ready to touch. This results is a very slow, gentle touchdown. In a strong headwind, avoid allowing the gyroplane to roll rearward at touchdown. After touchdown, smoothly and gently lower the nosewheel to the ground. Minimize the use of brakes, and remain aware that the nosewheel could dig in the soft surface. When no wind exists, use a steep approach similar to a short-field landing so that the forward speed can be dissipated during the flare. Use the throttle to cushion the touchdown. CROSSWIND LANDING Crosswind landing technique is normally used in gyroplanes when a crosswind of approximately 15 m.p.h. or less exists. In conditions with higher crosswinds, it becomes very difficult, if not impossible, to maintain adequate compensation for the crosswind. In these conditions, the slow touchdown speed of a gyroplane allows a much safer option of turning directly into the wind and landing with little or no ground roll. Deciding when to use this technique, however, may be complicated by gusting winds or the characteristics of the particular landing area. On final approach, establish a crab angle into the wind to maintain a ground track that is aligned with the extended centerline of the runway. Just before touchdown, remove the crab angle and bank the gyroplane slightly into the wind to prevent drift. Maintain longitudinal alignment with the runway using the rudder. In higher crosswinds, if full rudder deflection is not sufficient to maintain alignment with the runway, applying a slight amount of power can increase rudder effectiveness. The length of the flare should be reduced to allow a slightly higher touchdown speed than that used in a no-wind landing. Touchdown is made on the upwind main wheel first, with the other main wheel settling to the runway as forward momentum is lost. After landing, continue to keep the rotor tilted into the wind to maintain positive control during the rollout. HIGH-ALTITUDE LANDING A high-altitude landing assumes a density altitude near the limit of what is considered good climb performance Normal Approach Short Field Approach 50' Figure 20-14. The airspeed used on a short-field approach is slower than that for a normal approach, allowing a steeper approach path and requiring less runway. 20-14
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ROTORCRAFT FLYING HANDBOOK 2000 U.S
Page 6 and 7:
HELICOPTER Chapter 1—Introduction
Page 8 and 9:
Technique..........................
Page 10 and 11:
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
Page 26 and 27:
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
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AIRCRAFT CONTROL Controlling the he
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vertical speed indicator immediatel
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POWER CONTROL DURING STRAIGHT-AND-
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50 60 70 80 40 TORQUE 90 30 100 20
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to the approximate setting for the
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used, the rate of cross-check must
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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 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 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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