Rotorcraft Flying Handbook, FAA-H-8083-21

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COMMON ERRORS 1. Failing to maintain proper r.p.m. during the entire approach. 2. Improper use of collective in maintaining the selected angle of descent. 3. Failing to make antitorque pedal corrections to compensate for collective pitch changes during the approach. 4. Slowing airspeed excessively in order to remain on the proper angle of descent. 5. Inability to determine when effective translational lift is lost. 6. Failing to arrive at hovering altitude and attitude, and zero groundspeed almost simultaneously. 7. Low r.p.m. in transition to the hover at the end of the approach. 8. Using too much aft cyclic close to the surface, which may result in the tail rotor striking the surface. SHALLOW APPROACH AND RUNNING/ROLL-ON LANDING Use a shallow approach and running landing when a high-density altitude or a high gross weight condition, or some combination thereof, is such that a normal or steep approach cannot be made because of insufficient power to hover. [Figure 10-5] To compensate for this lack of power, a shallow approach and running landing makes use of translational lift until surface contact is made. If flying a wheeled helicopter, you can also use a roll-on landing to minimize the effect of downwash. The glide angle for a shallow approach is approximately 5°. Since the helicopter will be sliding or rolling to a stop during this maneuver, the landing area must be smooth and long enough to accomplish this task. 5° Descent Figure 10-5. Shallow approach and running landing. TECHNIQUE A shallow approach is initiated in the same manner as the normal approach except that a shallower angle of descent is maintained. The power reduction to initiate the desired angle of descent is less than that for a normal approach since the angle of descent is less (position 1). As you lower the collective, maintain heading with proper antitorque pedal pressure, and r.p.m. with the throttle. Maintain approach airspeed until the apparent rate of closure appears to be increasing. Then, begin to slow the helicopter with aft cyclic (position 2). As in normal and steep approaches, the primary control for the angle and rate of descent is the collective, while the cyclic primarily controls the groundspeed. However, there must be a coordination of all the controls for the maneuver to be accomplished successfully. The helicopter should arrive at the point of touchdown at or slightly above effective translational lift. Since translational lift diminishes rapidly at slow airspeeds, the deceleration must be smoothly coordinated, at the same time keeping enough lift to prevent the helicopter from settling abruptly. Just prior to touchdown, place the helicopter in a level attitude with the cyclic, and maintain heading with the antitorque pedals. Use the cyclic to keep the heading and ground track identical (position 3). Allow the helicopter to descend gently to the surface in a straightand-level attitude, cushioning the landing with the collective. After surface contact, move the cyclic slightly forward to ensure clearance between the tailboom and the rotor disc. You should also use the cyclic to maintain the surface track. (position 4). You normally hold the collective stationary until the helicopter stops; however, if you want more braking action, you can lower the collective slightly. Keep in mind that due to the increased ground friction when you lower the collective, the helicopter’s nose might pitch forward. Exercise caution not to correct this pitching movement with aft cyclic since this movement could result in the rotor making contact with the tailboom. During the landing, maintain normal r.p.m. with the throttle and directional control with the antitorque pedals. For wheeled helicopters, use the same technique except after landing, lower the collective, neutralize the controls, and apply the brakes, as necessary, to slow the helicopter. Do not use aft cyclic when bringing the helicopter to a stop. COMMON ERRORS 1. Assuming excessive nose-high attitude to slow the helicopter near the surface. 2. Insufficient collective and throttle to cushion landing. 3. Failing to add proper antitorque pedal as collective is added to cushion landing, resulting in a touchdown while the helicopter is moving sideward. 4. Failing to maintain a speed that takes advantage of effective translational lift. 10-5
5. Touching down at an excessive groundspeed for the existing conditions. (Some helicopters have maximum touchdown groundspeeds.) 6. Failing to touch down in a level attitude. 7. Failing to maintain proper r.p.m. during and after touchdown. 8. Poor directional control during touchdown. SLOPE OPERATIONS Prior to conducting any slope operations, you should be thoroughly familiar with the characteristics of dynamic rollover and mast bumping, which are discussed in Chapter 11—Helicopter Emergencies. The approach to a slope is similar to the approach to any other landing area. During slope operations, make allowances for wind, barriers, and forced landing sites in case of engine failure. Since the slope may constitute an obstruction to wind passage, you should anticipate turbulence and downdrafts. SLOPE LANDING You usually land a helicopter across the slope rather than with the slope. Landing with the helicopter facing down the slope or downhill is not recommended because of the possibility of striking the tail rotor on the surface. TECHNIQUE Refer to figure 10-6. At the termination of the approach, move the helicopter slowly toward the slope, being careful not to turn the tail upslope. Position the helicopter across the slope at a stabilized hover headed into the wind over the spot of intended landing (frame 1). Downward pressure on the collective starts the helicopter descending. As the upslope skid touches the ground, hesitate momentarily in a level attitude, then apply lateral cyclic in the direction of the slope (frame 2). This holds the skid against the slope while you continue lowering the downslope skid with the collective. As you lower the collective, continue to move the cyclic toward the slope to maintain a fixed position (frame 3). The slope must be shallow enough so you can hold the helicopter against it with the cyclic during the entire landing. A slope of 5° is considered maximum for normal operation of most helicopters. You should be aware of any abnormal vibration or mast bumping that signals maximum cyclic deflection. If this occurs, abandon the landing because the slope is too steep. In most helicopters with a counterclockwise rotor system, landings can be made on steeper slopes when you are holding the cyclic to the right. When landing on slopes using left cyclic, some cyclic input must be used to overcome the translating tendency. If wind is not a factor, you should consider the drifting tendency when determining landing direction. After the downslope skid is on the surface, reduce the collective to full down, and neutralize the cyclic and pedals (frame 4). Normal operating r.p.m. should be maintained until the full weight of the helicopter is on the landing gear. This ensures adequate r.p.m. for immediate takeoff in case the helicopter starts sliding down the slope. Use antitorque pedals as necessary throughout the landing for heading control. Before reducing the r.p.m., move the cyclic control as necessary to check that the helicopter is firmly on the ground. COMMON ERRORS 1. Failure to consider wind effects during the approach and landing. 2. Failure to maintain proper r.p.m. throughout the entire maneuver. 3. Turning the tail of the helicopter into the slope. 4. Lowering the downslope skid or wheel too rapidly. 5. Applying excessive cyclic control into the slope, causing mast bumping. SLOPE TAKEOFF A slope takeoff is basically the reverse of a slope landing. [Figure 10-7] Conditions that may be associated with the slope, such as turbulence and obstacles, must Figure 10-6. Slope landing. 10-6
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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
Page 42 and 43: The horizontal hinge, called the fl
Page 44 and 45: RECIPROCATING ENGINES Fuel is deliv
Page 46 and 47: incorporated to prevent excessive v
Page 48 and 49: depends on the temperature of the o
Page 50 and 51: Title 14 of the Code of Federal Reg
Page 52 and 53: l0 5 l5 20 25 30 35 MANIFOLD PRESSU
Page 54 and 55: It is vital to comply with weight a
Page 56 and 57: sive forward displacement of cyclic
Page 58 and 59: Once you are satisfied that the tot
Page 60 and 61: Basic Empty Weight Pilot Fwd Passen
Page 62 and 63: Your ability to predict the perform
Page 64 and 65: Approximate Density Altitude - Thou
Page 66 and 67: the entire flight operation. Being
Page 68 and 69: From the previous chapters, it shou
Page 70 and 71: 2. brief passengers on the best way
Page 72 and 73: VERTICAL TAKEOFF TO A HOVER A verti
Page 74 and 75: Control pressures and direction of
Page 76 and 77: HOVER TAXI A "hover taxi" is used w
Page 78 and 79: 3. Assuming an extreme nose-down at
Page 80 and 81: tain altitude and r.p.m. As the tor
Page 82 and 83: Start Turn At Boundary Turn More Th
Page 84 and 85: the helicopter is being crabbed int
Page 86 and 87: APPROACHES An approach is the trans
Page 88 and 89: The maneuvers presented in this cha
Page 90 and 91: TECHNIQUE Refer to figure 10-2. To
Page 94 and 95: Figure 10-7. Slope takeoff. be cons
Page 96 and 97: made in the forward portion of the
Page 98 and 99: Today helicopters are quite reliabl
Page 100 and 101: After touchdown and after the helic
Page 102 and 103: HEIGHT ABOVE SURFACE - FEET 500 450
Page 104 and 105: helicopter, while the relative airf
Page 106 and 107: When performing slope takeoff and l
Page 108 and 109: the main rotor blades having an ang
Page 110 and 111: WEATHERCOCK STABILITY (120-240°) I
Page 112 and 113: 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)
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THE DECISION-MAKING PROCESS An unde
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Night VFR Accident Rate Per 100,000
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STRESSORS Physical Stress—Conditi
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OPERATIONAL PITFALLS Peer Pressure
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January 9th, 1923, marked the first
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LANDING GEAR The landing gear provi
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Helicopters and gyroplanes both ach
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elative wind striking the advancing
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subject to pendular action in the s
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Due to rudimentary flight control s
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Gyroplanes are available in a wide
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Figure 18-4. This prerotator uses b
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inability to use differential braki
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As with most certificated aircraft
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8 TOTAL TAKEOFF DISTANCE TO CLEAR 5
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The diversity of gyroplane designs
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minimize the length of the ground r
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adjust the fuel/air mixture to achi
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maximum performance is desired, two
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Start Turn At Boundary Turn More Th
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Shallowest Bank UPPER HALF OF CIRCL
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of failing to monitor and maintain
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for the gyroplane. When using the s
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Gyroplanes are quite reliable, howe
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BUNTOVER (POWER PUSHOVER) As you le
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As with any aircraft, the ability t
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leaves few places to safely land in
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GLOSSARY ABSOLUTE ALTITUDE—The ac
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FREE TURBINE—A turboshaft engine
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TRANSLATIONAL LIFT—The additional
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A ABORTED TAKEOFF, GYROPLANE 21-1 A
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turn indicators, 12-4 GYROSCOPIC PR
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R RAPID DECELERATION 10-3 RECIPROCA
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Rotorcraft Flying Handbook, FAA-H-8083-21

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