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发表于 2009-3-21 00:16:17
aviation. Pilots who choose to operate outside of theregulations, or on the ragged edge, eventually getcaught, or even worse, they end up having an accident.Consider the following scenario.Dick is planning to fly the following morning and realizes that his medical certificate has expired. He knowsthat he will not have time to take a flight physicalbefore his morning flight. Dick thinks to himself “Therules are too restrictive. Why should I spend the timeand money on a physical when I will be the only one atrisk if I fly tomorrow?”Dick decides to fly the next morning thinking that noharm will come as long as no one finds out that he isflying illegally. He pulls his gyroplane out from thehangar, does the preflight inspection, and is gettingready to start the engine when an FAA inspector walksup and greets him. The FAA inspector is conducting arandom inspection and asks to see Dick’s pilot andmedical certificates.Dick subjected himself to the hazardous attitude of “antiauthority.” Now, he will be unable to fly, and has invitedan exhaustive review of his operation by the FAA. Dickcould have prevented this event if had taken the time tothink, “Follow the rules. They are usually right.”22-4G-1ABSOLUTE ALTITUDE—The actual distance an object is above theground.ADVANCING BLADE—The blademoving in the same direction as thehelicopter or gyroplane. In rotorcraftthat have counterclockwise main rotorblade rotation as viewed from above,the advancing blade is in the right halfof the rotor disc area during forwardmovement.AIRFOIL—Any surface designed toobtain a useful reaction of lift, or negative lift, as it moves through the air.AGONIC LINE—A line along whichthere is no magnetic variation.AIR DENSITY—The density of theair in terms of mass per unit volume.Dense air has more molecules per unitvolume than less dense air. The density of air decreases with altitude abovethe surface of the earth and withincreasing temperature.AIRCRAFT PITCH—When referenced to an aircraft, it is the movement about its lateral, or pitch axis.Movement of the cyclic forward or aftcauses the nose of the helicopter orgyroplane to pitch up or down.AIRCRAFT ROLL—Is the movement of the aircraft about itslongitudinal axis. Movement of thecyclic right or left causes the helicopter or gyroplane to tilt in that direction.AIRWORTHINESS DIRECTIVE—When an unsafe condition existswith an aircraft, the FAA issues an airworthiness directive to notify concerned parties of the condition and todescribe the appropriate correctiveaction.ALTIMETER—An instrument thatindicates flight altitude by sensingpressure changes and displaying altitude in feet or meters.ANGLE OF ATTACK—The anglebetween the airfoil’s chord line andthe relative wind.ANTITORQUE PEDAL—The pedalused to control the pitch of the tailrotor or air diffuser in a NOTAR®system.ANTITORQUE ROTOR—See tailrotor.ARTICULATED ROTOR—A rotorsystem in which each of the blades isconnected to the rotor hub in such away that it is free to change its pitchangle, and move up and down andfore and aft in its plane of rotation.
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发表于 2009-3-21 00:16:28
AUTOPILOT—Those units andcomponents that furnish a means ofautomatically controlling the aircraft.AUTOROTATION—The conditionof flight during which the main rotoris driven only by aerodynamic forceswith no power from the engine.AXIS-OF-ROTATION—The imaginary line about which the rotorrotates. It is represented by a linedrawn through the center of, and perpendicular to, the tip-path plane.BASIC EMPTY WEIGHT—Theweight of the standard rotorcraft,operational equipment, unusable fuel,and full operating fluids, includingfull engine oil.BLADE CONING—An upwardsweep of rotor blades as a result of liftand centrifugal force.BLADE DAMPER—A deviceattached to the drag hinge to restrainthe fore and aft movement of the rotorblade.BLADE FEATHER OR FEATH-ERING—The rotation of the bladearound the spanwise (pitch change)axis.BLADE FLAP—The ability of therotor blade to move in a vertical direction. Blades may flap independentlyor in unison.BLADE GRIP—The part of the hubassembly to which the rotor blades areattached, sometimes referred to asblade forks.BLADE LEAD OR LAG—The foreand aft movement of the blade in theplane of rotation. It is sometimescalled hunting or dragging.BLADE LOADING—The loadimposed on rotor blades, determinedby dividing the total weight of the helicopter by the combined area of all therotor blades.BLADE ROOT—The part of theblade that attaches to the blade grip.BLADE SPAN—The length of ablade from its tip to its root.BLADE STALL—The condition ofthe rotor blade when it is operating atan angle of attack greater than themaximum angle of lift.BLADE TIP—The further most partof the blade from the hub of the rotor.BLADE TRACK—The relationshipof the blade tips in the plane of rotation. Blades that are in track will movethrough the same plane of rotation.BLADE TRACKING—The mechanical procedure used to bring the bladesof the rotor into a satisfactory relationship with each other under dynamicconditions so that all blades rotate on acommon plane.BLADE TWIST—The variation inthe angle of incidence of a bladebetween the root and the tip.BLOWBACK—The tendency of therotor disc to tilt aft in forward flight asa result of flapping.GLOSSARYG-2BUNTOVER—The tendency of agyroplane to pitch forward when rotorforce is removed.CALIBRATED AIRSPEED (CAS)—Indicated airspeed of an aircraft,corrected for installation and instrumentation errors.CENTER OF GRAVITY—The theoretical point where the entire weightof the helicopter is considered to beconcentrated.CENTER OF PRESSURE—Thepoint where the resultant of all the
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发表于 2009-3-21 00:16:38
aerodynamic forces acting on an airfoil intersects the chord.CENTRIFUGAL FORCE—Theapparent force that an object movingalong a circular path exerts on thebody constraining the object and thatacts outwardly away from the centerof rotation.CENTRIPETAL FORCE—Theforce that attracts a body toward itsaxis of rotation. It is opposite centrifugal force.CHIP DETECTOR—A warningdevice that alerts you to any abnormalwear in a transmission or engine. Itconsists of a magnetic plug locatedwithin the transmission. The magnetattracts any metal particles that havecome loose from the bearings or othertransmission parts. Most chip detectors have warning lights located on theinstrument panel that illuminate whenmetal particles are picked up.CHORD—An imaginary straight linebetween the leading and trailing edgesof an airfoil section.CHORDWISE AXIS—A term usedin reference to semirigid rotorsdescribing the flapping or teeteringaxis of the rotor.COAXIL ROTOR—A rotor systemutilizing two rotors turning in oppositedirections on the same centerline. Thissystem is used to eliminated the needfor a tail rotor.COLLECTIVE PITCH CON-TROL—The control for changing thepitch of all the rotor blades in the mainrotor system equally and simultaneously and, consequently, the amountof lift or thrust being generated.CONING—See blade coning.CORIOLIS EFFECT—The tendency of a rotor blade to increase ordecrease its velocity in its plane ofrotation when the center of massmoves closer or further from the axisof rotation.CYCLIC FEATHERING—Themechanical change of the angle ofincidence, or pitch, of individual rotorblades independently of other bladesin the system.CYCLIC PITCH CONTROL—Thecontrol for changing the pitch of eachrotor blade individually as it rotatesthrough one cycle to govern the tilt ofthe rotor disc and, consequently, thedirection and velocity of horizontalmovement.DELTA HINGE—A flapping hingewith a skewed axis so that the flappingmotion introduces a component offeathering that would result in a restoring force in the flap-wise direction.DENSITY ALTITUDE—Pressurealtitude corrected for nonstandardtemperature variations.DEVIATION—A compass errorcaused by magnetic disturbances fromthe electrical and metal components inthe aircraft. The correction for thiserror is displayed on a compass correction card place near the magneticcompass of the aircraft.DIRECT CONTROL—The abilityto maneuver a rotorcraft by tilting therotor disc and changing the pitch ofthe rotor blades.DIRECT SHAFT TURBINE—Ashaft turbine engine in which the compressor and power section are mounted on a common driveshaft.DISC AREA—The area swept by theblades of the rotor. It is a circle withits center at the hub and has a radius ofone blade length.
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发表于 2009-3-21 00:16:50
DISC LOADING—The total helicopter weight divided by the rotor discarea.DISSYMMETRY OF LIFT—Theunequal lift across the rotor discresulting from the difference in thevelocity of air over the advancingblade half and retreating blade half ofthe rotor disc area.DRAG—An aerodynamic force on abody acting parallel and opposite torelative wind.DUAL ROTOR—A rotor system utilizing two main rotors.DYNAMIC ROLLOVER—The tendency of a helicopter to continuerolling when the critical angle isexceeded, if one gear is on the ground,and the helicopter is pivoting aroundthat point.FEATHERING—The action thatchanges the pitch angle of the rotorblades by rotating them around theirfeathering (spanwise) axis.FEATHERING AXIS—The axisabout which the pitch angle of a rotorblade is varied. Sometimes referred toas the spanwise axis.FEEDBACK—The transmittal offorces, which are initiated by aerodynamic action on rotor blades, to thecockpit controls.FLAPPING HINGE—The hingethat permits the rotor blade to flap andthus balance the lift generated by theadvancing and retreating blades.FLAPPING—The vertical movement of a blade about a flappinghinge.FLARE—A maneuver accomplishedprior to landing to slow down a rotorcraft.G-3FREE TURBINE—A turboshaftengine with no physical connectionbetween the compressor and poweroutput shaft.FREEWHEELING UNIT—A component of the transmission or powertrain that automatically disconnectsthe main rotor from the engine whenthe engine stops or slows below theequivalent rotor r.p.m.FULLY ARTICULATED ROTORSYSTEM—See articulated rotor system.GRAVITY—See weight.GROSS WEIGHT—The sum of thebasic empty weight and useful load.GROUND EFFECT—A usuallybeneficial influence on rotorcraft performance that occurs while flyingclose to the ground. It results from areduction in upwash, downwash, andbladetip vortices, which provide a corresponding decrease in induced drag.GROUND RESONANCE—Selfexcited vibration occurring wheneverthe frequency of oscillation of theblades about the lead-lag axis of anarticulated rotor becomes the same asthe natural frequency of the fuselage.GYROCOPTER — Trademarkapplied to gyroplanes designed andproduced by the Bensen AircraftCompany.GYROSCOPIC PRECESSION—An inherent quality of rotating bodies,which causes an applied force to bemanifested 90° in the direction ofrotation from the point where theforce is applied.HUMAN FACTORS—The study ofhow people interact with theirenvironment. In the case of generalaviation, it is the study of how pilotperformance is influenced by suchissues as the design of cockpits, thefunction of the organs of the body, the
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发表于 2009-3-21 00:17:00
effects of emotions, and the interac-tion and communication with otherparticipants in the aviation community, such as other crew members and airtraffic control personnel.HUNTING—Movement of a bladewith respect to the other blades in theplane of rotation, sometimes calledleading or lagging.INERTIA—The property of matterby which it will remain at rest or in astate of uniform motion in the samedirection unless acted upon by someexternal force.IN GROUND EFFECT (IGE)HOVER—Hovering close to the surface (usually less than one rotor diameter distance above the surface) underthe influence of ground effect.INDUCED DRAG—That part of thetotal drag that is created by the production of lift.INDUCED FLOW—The componentof air flowing vertically through therotor system resulting from the production of lift.ISOGONIC LINES—Lines oncharts that connect points of equalmagnetic variation.KNOT—A unit of speed equal to onenautical mile per hour.L/DMAX—The maximum ratiobetween total lift (L) and total drag(D). This point provides the best glidespeed. Any deviation from the bestglide speed increases drag and reducesthe distance you can glide.LATERIAL VIBRATION—A vibration in which the movement is in a lateral direction, such as imbalance of themain rotor.LEAD AND LAG—The fore (lead)and aft (lag) movement of the rotorblade in the plane of rotation.LICENSED EMPTY WEIGHT—Basic empty weight not including fullengine oil, just undrainable oil.LIFT—One of the four main forcesacting on a rotorcraft. It acts perpendicular to the relative wind.LOAD FACTOR—The ratio of aspecified load to the total weight ofthe aircraft.MARRIED NEEDLES—A termused when two hands of an instrumentare superimposed over each other, ason the engine/rotor tachometer.MAST—The component that supports the main rotor.MAST BUMPING—Action of therotor head striking the mast, occurringon underslung rotors only.MINIMUM LEVEL FLIGHTSPEED—The speed below which agyroplane, the propeller of which isproducing maximum thrust, loses altitude.NAVIGATIONAL AID (NAVAID)—Any visual or electronic device, airborne or on the surface, that providespoint-to-point guidance information,or position data, to aircraft in flight.NIGHT—The time between the endof evening civil twilight and thebeginning of morning civil twilight, aspublished in the American AirAlmanac.NORMALLY ASPIRATED ENGINE—An engine that does not compensate for decreases in atmospheric pressure through turbocharging or othermeans.ONE-TO-ONE VIBRATION—Alow frequency vibration having onebeat per revolution of the rotor. Thisvibration can be either lateral, vertical,or horizontal.OUT OF GROUND EFFECT
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发表于 2009-3-21 00:17:13
(OGE) HOVER—Hovering greaterthan one diameter distance above thesurface. Because induced drag isgreater while hovering out of groundeffect, it takes more power to achievea hover out of ground effect.G-4PARASITE DRAG—The part oftotal drag created by the form or shapeof helicopter parts.PAYLOAD—The term used for passengers, baggage, and cargo.PENDULAR ACTION—The lateralor longitudinal oscillation of the fuselage due to it being suspended fromthe rotor system.PITCH ANGLE—The angle betweenthe chord line of the rotor blade andthe reference plane of the main rotorhub or the rotor plane of rotation.PREROTATION—In a gyroplane, itis the spinning of the rotor to a sufficient r.p.m. prior to flight.PRESSURE ALTITUDE—The heightabove the standard pressure level of29.92 in. Hg. It is obtained by setting29.92 in the barometric pressure window and reading the altimeter.PROFILE DRAG—Drag incurredfrom frictional or parasitic resistanceof the blades passing through the air. Itdoes not change significantly with theangle of attack of the airfoil section,but it increases moderately as airspeedincreases.RESULTANT RELATIVE WIND—Airflow from rotation that is modifiedby induced flow.RETREATING BLADE—Any blade,located in a semicircular part of the rotordisc, where the blade direction is opposite to the direction of flight.RETREATING BLADE STALL—A stall that begins at or near the tip ofa blade in a helicopter because of thehigh angles of attack required to compensate for dissymmetry of lift. In agyroplane the stall occurs at 20 to 40percent outboard from the hub.RIGID ROTOR—A rotor systempermitting blades to feather but notflap or hunt.ROTATIONAL VELOCITY—Thecomponent of relative wind producedby the rotation of the rotor blades.ROTOR—A complete system ofrotating airfoils creating lift for a helicopter or gyroplane.ROTOR DISC AREA—See diskarea.ROTOR BRAKE—A device used tostop the rotor blades during shutdown.ROTOR FORCE—The force produced by the rotor in a gyroplane. It iscomprised of rotor lift and rotor drag.SEMIRIGID ROTOR—A rotor system in which the blades are fixed to thehub but are free to flap and feather.SETTLING WITH POWER—Seevortex ring state.SHAFT TURBINE—A turbineengine used to drive an output shaftcommonly used in helicopters.SKID—A flight condition in whichthe rate of turn is too great for theangle of bank.SKID SHOES—Plates attached tothe bottom of skid landing gear protecting the skid.SLIP—A flight condition in whichthe rate of turn is too slow for theangle of bank.SOLIDITY RATIO—The ratio ofthe total rotor blade area to total rotordisc area.SPAN—The dimension of a rotorblade or airfoil from root to tip.SPLIT NEEDLES—A term used to
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发表于 2009-3-21 00:17:22
describe the position of the two needles on the engine/rotor tachometerwhen the two needles are not superimposed.STANDARD ATMOSPHERE—Ahypothetical atmosphere based onaverages in which the surface temperature is 59°F (15°C), the surface pressure is 29.92 in. Hg (1013.2 Mb) atsea level, and the temperature lapserate is approximately 3.5°F (2°C) per1,000 feet.STATIC STOP—A device used tolimit the blade flap, or rotor flap, atlow r.p.m. or when the rotor isstopped.STEADY-STATE FLIGHT—A condition when a rotorcraft is in straightand-level, unaccelerated flight, and allforces are in balance.SYMMETRICAL AIRFOIL—Anairfoil having the same shape on thetop and bottom.TAIL ROTOR—A rotor turning in aplane perpendicular to that of the mainrotor and parallel to the longitudinalaxis of the fuselage. It is used to control the torque of the main rotor and toprovide movement about the yaw axisof the helicopter.TEETERING HINGE—A hingethat permits the rotor blades of a semirigid rotor system to flap as a unit.THRUST—The force developed bythe rotor blades acting parallel to therelative wind and opposing the forcesof drag and weight.TIP-PATH PLANE—The imaginarycircular plane outlined by the rotorblade tips as they make a cycle ofrotation.TORQUE—In helicopters with a single, main rotor system, the tendency ofthe helicopter to turn in the oppositedirection of the main rotor rotation.TRAILING EDGE—The rearmostedge of an airfoil.TRANSLATING TENDENCY—The tendency of the single-rotor helicopter to move laterally during hovering flight. Also called tail rotor drift.G-5TRANSLATIONAL LIFT—Theadditional lift obtained when enteringforward flight, due to the increasedefficiency of the rotor system.T R A N S V E R S E - F L O WEFFECT—A condition of increaseddrag and decreased lift in the aft portion of the rotor disc caused by the airhaving a greater induced velocity andangle in the aft portion of the disc.TRUE ALTITUDE—The actualheight of an object above mean sealevel.TURBOSHAFT ENGINE—A turbine engine transmitting powerthrough a shaft as would be found in aturbine helicopter.TWIST GRIP—The power controlon the end of the collective control.UNDERSLUNG—A rotor hub thatrotates below the top of the mast, ason semirigid rotor systems.UNLOADED ROTOR—The state ofa rotor when rotor force has beenremoved, or when the rotor is operatingunder a low or negative G condition.USEFUL LOAD—The differencebetween the gross weight and thebasic empty weight. It includes theflight crew, usable fuel, drainable oil,if applicable, and payload.VARIATION—The angular difference between true north and magneticnorth; indicated on charts by isogoniclines.VERTICAL VIBRATION—A vibration in which the movement is up anddown, or vertical, as in an out-of-track
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condition.VORTEX RING STATE—A transient condition of downward flight(descending through air after just previously being accelerated downwardby the rotor) during which an appreciable portion of the main rotor system is being forced to operate atangles of attack above maximum.Blade stall starts near the hub and progresses outward as the rate of descentincreases.WEIGHT—One of the four mainforces acting on a rotorcraft.Equivalent to the actual weight of therotorcraft. It acts downward towardthe center of the earth.YAW—The movement of a rotorcraftabout its vertical axis.G-6I-1ABORTED TAKEOFF, GYROPLANE 21-1ACCELERATE/STOP DISTANCE 21-1AERODYNAMICS 2-1, 3-1, 16-1autorotation, 3-8forward flight, 3-5general, 2-1gyroplane, 16-1helicopter, 3-1hovering flight, 3-1rearward flight, 3-8sideward flight, 3-8turning flight, 3-8vertical flight, 3-4, 16-1AERONAUTICAL DECISION MAKING (ADM) 14-1, 22-1decision-making process, 14-3definitions, 14-2error chain, 14-1factors affecting decision making, 14-5hazardous attitudes, 14-6, 22-1operational pitfalls, 14-8origin, 14-2pilot error, 14-1risk management, 14-4situational awareness, 14-8stress management, 14-6use of resources, 14-6workload management, 14-7AGONIC LINE 12-5AIRCRAFT LIGHTING 13-3AIRFOIL 2-1angle of attack, 2-2camber, 2-2center of pressure, 2-1chord line, 2-2leading edge, 2-2pitch angle, 2-2relative wind, 2-2resultant relative wind, 3-6rotational relative wind, 3-6span, 2-1trailing edge, 2-2twist, 2-1AIRSPEED INDICATOR 12-1, 18-4AIR TAXI 9-9AIRWORTHINESS DIRECTIVE 6-4ALTIMETER 12-2, 18-4ANGLE OF ATTACK 2-2ANTI-ICING SYSTEMS 5-11ANTITORQUE PEDALS 4-3ANTITORQUE SYSTEM FAILURE 11-11ANTITORQUE SYSTEMS 1-2tail rotor, 1-2fenestron, 1-2NOTAR®, 1-2APPROACHESconfined area, 10-7crosswind, 9-20night, 13-5normal to a hover, 9-19normal to the surface, 9-20pinnacle, 10-8shallow approach, 10-5steep, 10-4ARM 7-4ASYMMETRICAL AIRFOIL 2-1ATTITUDE INDICATOR 12-3ATTITUDE INSTRUMENT FLYING 12-1AUTOKINESIS 13-3AUTOPILOT 5-10AUTOROTATION 11-1aerodynamics, 3-8, 16-1during instrument flight, 12-19from a hover, 11-4power recovery, 11-3straight-in, 11-2with turn, 11-3AXIS OF ROTATION 2-2BASIC EMPTY WEIGHT 7-1BERNOULLI’S PRINCIPLE 2-3BLADEconing, 3-2driven region, 3-9, 16-2driving region, 3-9, 16-2feather, 1-1flap, 1-1, 16-6, 20-1lead/lag, 1-1reverse flow, 16-3stall, 11-10stall region, 3-9, 16-2BLOWBACK 3-8BUNTOVER 21-3CARBURETOR 5-7heat, 5-8ice, 5-7CENTER OF GRAVITY 7-2aft CG, 7-2forward CG, 7-2lateral, 7-3, 7-7CENTER OF PRESSURE 2-1, 16-5CENTRIFUGAL FORCE 3-2, 3-8CENTRIPETAL FORCE 3-8CLUTCHbelt drive, 5-4centrifugal, 5-4freewheeling unit, 5-4sprag, 5-4COANDA EFFECT 1-3COCKPIT MANAGEMENT 20-1COLLECTIVE CONTROL, GYROPLANE 17-2COLLECTIVE PITCH CONTROL 4-1INDEXABCI-2COLLECTIVE PITCH/THROTTLE COORDINATION 4-2COMPASS CORRECTION CARD 12-5COMPASS DEVIATION 12-5COMPASS ERRORS 12-4COMPASS TURNS 12-17CONFINED AREA OPERATIONSapproach, 10-7takeoff, 10-8CONING 3-2CONING ANGLE 18-1
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发表于 2009-3-21 00:17:48
CORIOLIS EFFECT 3-2CORRELATOR/GOVERNOR 4-2CREW RESOURCE MANAGEMENT 14-2CYCLIC CONTROL, GYROPLANE 17-1CYCLIC PITCH CONTROL 4-2DATUM 7-3DECISION-MAKING PROCESS 14-3DENSITY ALTITUDE 8-1, 20-5DIRECT CONTROL 15-2DISC LOADING 2-4DISSYMMETRY OF LIFT 3-6, 16-3, 20-1DIVERSION 11-15DRAG 2-5form, 2-5induced, 2-5parasite, 2-6profile, 2-5rotor, 16-4skin friction, 2-5total, 2-6DUAL ROTOR SYSTEM 1-1DYNAMIC ROLLOVER 11-7EFFECTIVE TRANSLATIONAL LIFT 3-5ELECTRICAL SYSTEMS 5-8EMERGENCIESaborted takeoff, 21-1approach and landing, 21-3autorotation, 11-1buntover, 21-3dynamic rollover, 11-7ground resonance, 11-7, 21-3instrument flight, 12-18lift-off at low airspeeds and high angles of attack, 21-1lost procedures, 11-16low G conditions, 11-10low rotor r.p.m. and blade stall, 11-10mast bumping, 11-10pilot-induced oscillation, 21-2power pushover, 21-3retreating blade stall, 11-6settling with power, 11-5systems malfunction, 11-11vortex ring state, 11-5EMERGENCY EQUIPMENTAND SURVIVAL GEAR 11-16, 21-4ENGINEreciprocating, 5-1, 18-1turbine, 5-1ENGINE INSTRUMENTS 18-3ENGINE STARTING PROCEDURE 9-2, 20-1ENVIRONMENTAL SYSTEMS 5-10EYE 13-1cones, 13-1rods, 13-2FALSE HORIZON 13-3FENESTRON TAIL ROTOR 1-2FLIGHT AT SLOW AIRSPEEDS 20-12FLIGHT CONTROLS 1-3, 4-1antitorque pedals, 4-3collective pitch, 4-1, 17-2cyclic pitch, 4-2, 17-1rudder, 17-2swash plate assembly, 5-5throttle, 4-1, 17-1FLIGHT DIVERSION 11-15FLIGHT INSTRUMENTS 12-1airspeed indicator, 12-1, 18-4altimeter, 12-2, 18-4attitude indicator, 12-3heading indicator, 12-3magnetic compass, 12-4turn-indicators, 12-4vertical speed indicator, 12-2FLIGHT MANUAL (See rotorcraft flight manual)FORCES IN A TURN 3-8FOUR FORCESdrag, 2-5, 16-4lift, 2-3, 16-4thrust, 2-5, 16-4weight, 2-4FREEWHEELING UNIT 5-4FUEL INJECTION 5-8FUEL SYSTEMS 5-6FULLY ARTICULATED ROTOR 1-1, 5-4, 18-1GO-AROUND 9-20, 20-15GOVERNOR 4-2failure, 11-14GROSS WEIGHT 7-1GROUND EFFECT 3-3GROUND HANDLING 18-4GROUND REFERENCE MANEUVERS 9-14, 20-8rectangular course, 9-14, 20-8s-turns, 9-16, 20-10turns around a point, 9-17, 20-11GROUND RESONANCE 11-7, 21-3GYROPLANEcomponents, 15-2instruments, 18-3stability, 16-5types, 15-1GYROSCOPIC INSTRUMENTS 12-3attitude indicator, 12-3heading indicator, 12-3DEFGturn indicators, 12-4GYROSCOPIC PRECESSION 3-4HANG TEST 19-4HAZARDOUS ATTITUDES 14-5anti-authority, 14-6, 22-3impulsivity, 14-6, 22-1invulnerability, 14-6, 22-1macho, 14-6, 22-2resignation, 14-6, 22-2HEADING INDICATOR 12-3HEIGHT/VELOCITY DIAGRAM 11-4, 19-3HELICOPTER SYSTEMS 5-1anti-icing, 5-11autopilot, 5-10carburetor, 5-7clutch, 5-4electrical, 5-8engine, 5-1environmental, 5-10flight control, 4-1fuel, 5-6hydraulics, 5-9main rotor, 5-4pitot-static, 12-1stability augmentation system, 5-10swash plate assembly, 5-5tail rotor drive, 5-3transmission, 5-3HIGH RATE OF DESCENT 20-12HINGES 5-5HOVERINGaerodynamics, 3-1flight, 9-5HOVERING OPERATIONSautorotation, 11-4forward flight, 9-7
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发表于 2009-3-21 00:17:58
rearward flight, 9-8sideward flight, 9-7turn, 9-6vertical takeoff, 9-5HOVER TAXI 9-9HUMAN FACTORS 14-1HYDRAULIC FAILURE 11-14INDUCED DRAG 2-5INDUCED FLOW 3-6INSTRUMENT CROSS-CHECK 12-5INSTRUMENT FLIGHT 12-5aircraft control, 12-7bank control, 12-9emergencies, 12-18straight-and-level flight, 12-7straight climbs, 12-11straight descents, 12-14takeoff, 12-19turns, 12-15unusual attitudes, 12-18INSTRUMENT INTERPRETATION 12-6INSTRUMENT TURNS 12-1530° bank turn, 12-17climbing and descending turns, 12-17compass turns, 12-17timed turns, 12-16turns to a predetermined heading, 12-16ISOGONIC LINES 12-5LANDINGcrosswind, 9-11, 20-14high-altitude, 20-14illusions, 13-4night, 13-5normal, 20-13running/roll-on, 10-5short-field, 20-13slope, 10-6soft-field, 20-14LANDING GEAR 1-2, 15-3, 18-4LAW OF CONSERVATION OF ANGULAR MOMENTUM 3-2L/DMAX2-6LIFT 2-3, 16-4Bernoulli’s Principle, 2-3magnus effect, 2-3Newton’s Third Law of Motion, 2-4LIFT-OFF AT LOW AIRSPEED AND HIGH ANGLE OFATTACK 21-1LIFT-TO-DRAG RATIO 2-6LOAD FACTOR 2-4LOSS OF TAIL ROTOR EFFECTIVENESS 11-12LOST PROCEDURES 11-16LOW G CONDITIONS 11-10LOW ROTOR RPM 11-10LTE (See loss of tail rotor effectiveness)MAGNETIC COMPASS 12-4acceleration/deceleration error, 12-5compass correction card, 12-5magnetic deviation, 12-5magnetic dip, 12-5turning error, 12-5variation, 12-4MAGNUS EFFECT 2-3MAIN ROTOR SYSTEM 1-1, 5-4combination, 5-5fully articulated, 1-1, 5-4rigid, 1-2, 5-5semirigid, 1-2, 5-5MANEUVERS 9-1, 10-1, 20-1after landing and securing, 9-20, 20-15approaches, 9-19climb, 9-13, 20-6confined area operations, 10-7crosswind landing, 9-20, 20-14ILMI-3HI-4crosswind takeoff, 9-11, 20-4
