直升机飞行手册Rotorcraft flying handbook

jacques0105

我想看看，谢谢

archer_gz

直升机呀，顶一个！

帅哥

ROTOR ENGAGEMENT 9-2

ROTOR FORCE 16-3

ROTOR LIFT 16-4

ROTOR SAFETY 9-2

ROTOR SYSTEMS 5-4, 18-1

combination, 5-5

fully articulated, 1-2, 5-4, 18-1

semirigid, 1-2, 5-5, 18-1

rigid, 1-2, 5-5

RUDDER 17-2

SAFETY CONSIDERATIONS 9-2

SEMIRIGID ROTOR SYSTEM 1-2, 5-5, 18-1

SETTLING WITH POWER 11-5

SITUATIONAL AWARENESS 14-8

SKID 9-13, 20-7

SKIN FRICTION DRAG 2-5

SLIP 9-13, 20-7

SLIP/SKID INDICATOR 12-4, 18-4

SLOPE OPERATIONS

landing, 10-6

takeoff, 10-6

STABILITY AUGMENTATION SYSTEM (SAS) 5-10

STABILITY, GYROPLANE 16-5

center of pressure, 16-5

fuselage drag, 16-5

horizontal stabilizer, 16-5

pitch inertia, 16-5

propeller thrust line, 16-5

rotor force, 16-6

trimmed condition, 16-6

STANDARD ATMOSPHERE 8-1

STANDARD-RATE TURN 12-4

STARTING PROCEDURE 9-2

STATIC STOPS 5-5

STEADY-STATE FLIGHT 2-4

STEEP TURNS 20-8

STRESS MANAGEMENT 14-6

S-TURNS 9-16, 20-10

SWASH PLATE ASSEMBLY 5-5

SYMMETRICAL AIRFOIL 2-1

SYSTEM MALFUNCTIONS 11-11

antitorque, 11-11

governor, 11-14

hydraulic, 11-14

main drive shaft, 11-14

TACHOMETER 5-3, 18-3

TAIL ROTOR 1-2, 5-3

TAIL ROTOR FAILURE 11-11

TAIL SURFACES 15-2

TAKEOFF

confined area, 10-8

crosswind, 9-11, 20-4

from a hover, 9-10

from the surface, 9-11

high altitude, 20-4

jump, 20-5

maximum performance, 10-2

night, 13-4

normal, 20-3

pinnacle, 10-9

running/rolling, 10-2

short-field, 20-4

slope, 10-6

soft-field, 20-5

to a hover, 9-5

TAXIING 9-8, 20-1

air, 9-9

hover, 9-9

night, 13-4

surface, 9-9

TEETER BOLT 18-1

TEETERING HINGE 5-5

THROTTLE 4-1, 17-1

THRUST 2-5, 16-4

TIP JETS 18-3

TIP-PATH PLANE 2-2, 9-5

TIP SPEED 3-7, 16-1

TORQUE 1-1, 3-1

TOTAL DRAG 2-6

TOWER BLOCK 18-1

TOWER PLATE 18-1

TRAFFIC PATTERNS 9-18

TRANSLATING TENDENCY 3-1

TRANSLATIONAL LIFT 3-5

R

S

T

I-6

TRANSMISSION 5-3

TRANSVERSE FLOW EFFECT 3-6

TRUE ALTITUDE 8-1

TURBINE ENGINE 5-1

TURN COORDINATOR 12-4

TURN-AND-SLIP INDICATOR 12-4

TURNS 9-12, 12-15, 20-7

aerodynamics, 3-8

TURNS AROUND A POINT 9-17, 20-11

UNANTICIPATED YAW 11-12

UNDERSLING ROTOR 3-3, 18-1

UNLOADED ROTOR 21-3

UNUSUAL ATTITUDES 12-18

USEFUL LOAD 7-1

VENTURI EFFECT 2-3

VERTICAL SPEED INDICATOR (VSI) 12-2

VIBRATIONS 11-14

low frequency, 11-15

medium and high frequency, 11-15

VISION IN FLIGHT 13-1

night, 13-2

VISUAL ILLUSIONS 13-3

autokinesis, 13-3

false horizon, 13-3

landing, 13-4

night myopia, 13-3

VNE(See never exceed speed)

VORTEX RING STATE 11-5

VSI 12-2

VX20-3

VY20-3

WEIGHT 2-4, 7-1

limitations, 7-1

WEIGHT AND BALANCE 7-1, 19-1

definitions, 7-1, 7-3, 7-4

WEIGHT AND BALANCE METHODS 7-4

combination method, 7-6

computational method, 7-4

loading-chart method, 7-5

WINGS 15-3

WORKLOAD MANAGEMENT 14-7

YAW, AIRCRAFT 2-5

V

W

U

Y

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descent, 9-14, 20-6

engine start, 9-2, 20-1

flight at slow airspeeds, 20-12

go-around, 9-20, 20-15

ground reference maneuvers, 9-14, 20-8

high-altitude landing, 20-14

high-altitude takeoff, 20-4

high rate of descent, 20-12

hovering, 9-5

jump takeoff, 20-5

maximum performance takeoff, 10-2

normal landing, 20-13

normal takeoff, 20-3

pinnacle operations, 10-8

preflight, 9-1, 20-1

prerotation, 20-2

quick stop, 10-3

rapid deceleration, 10-3

ridgeline operations, 10-8

rotor engagement, 9-2

running/rolling landing, 10-5

running/rolling takeoff, 10-2

shallow approach, 10-5

short-field landing, 20-13

short-field takeoff, 20-4

slope operations, 10-6

soft-field landing, 20-14

soft-field takeoff, 20-5

steep approach, 10-4

straight-and-level flight, 9-12, 20-6

takeoff from a hover, 9-10

takeoff from the surface, 9-11

taxiing, 9-8, 20-1

traffic patterns, 9-18

turns, 9-12, 20-7

vertical takeoff, 9-5

MAST BUMPING 11-10

MAXIMUM GROSS WEIGHT 7-1

MAXIMUM PERFORMANCE TAKEOFF 10-2

MEL (See minimum equipment list)

MINIMUM EQUIPMENT LIST 9-1

MOMENT 7-4

NEVER EXCEED SPEED (VNE) 3-7, 6-2

NEWTON’S THIRD LAW OF MOTION 2-4

NIGHT APPROACH 13-5

NIGHT FLIGHT 13-4

approach, 13-5

collision avoidance, 13-5

engine starting and rotor engagement, 13-4

en route procedures, 13-5

landing, 13-5

preflight, 13-4

takeoff, 13-4

taxi technique, 13-4

NIGHT MYOPIA 13-3

NIGHT OPERATIONS 13-1

NIGHT PHYSIOLOGY 13-1

NIGHT SCANNING 13-2

NIGHT VISION 13-2

NOISE ABATEMENT PROCEDURES 9-20

NO TAIL ROTOR 1-2

OPERATIONAL PITFALLS 14-8

PARASITE DRAG 2-6

PAYLOAD 1-1, 7-1

PENDULAR ACTION 3-2, 16-5

PERFORMANCE CHARTS 8-3, 19-2

climb, 8-5

hovering, 8-3

takeoff, 8-5

PERFORMANCE FACTORS 8-1

altitude, 8-2

atmospheric pressure, 8-1

density altitude, 8-1

humidity, 8-2

temperature, 8-2

weight, 8-2

winds, 8-2

PILOT ERROR 14-1

PILOT-INDUCED OSCILLATION (PIO) 21-2

PINNACLE OPERATIONS

approach, 10-8

landing, 10-8

takeoff, 10-9

PITCH, AIRCRAFT 2-2

PITCH HORN 5-4

PITOT-STATIC INSTRUMENTS 12-1

airspeed indicator, 12-1, 18-4

altimeter, 12-2, 18-4

errors, 12-2

vertical speed indicator (VSI), 12-2

PLACARDS 6-3

POH (See rotorcraft flight manual)

POWERPLANT 1-3, 15-2

POWER PUSHOVER 21-3

PREFLIGHT INSPECTION 9-1, 20-1

night, 13-4

PREROTATE 15-2, 18-2, 20-2

PREROTATOR 18-2

electrical, 18-3

hydraulic, 18-2

mechanical, 18-2

tip jets, 18-3

PRESSURE ALTITUDE, 8-1

PROFILE DRAG 2-5

PROPELLER THRUST LINE 16-5

QUICK STOP 10-3

P

Q

N

O

I-5

RAPID DECELERATION 10-3

RECIPROCATING ENGINE 5-1

RECONNAISSANCE PROCEDURES

ground, 10-1

high, 10-1

low, 10-1

RECTANGULAR COURSE 9-14, 20-8

REFERENCE DATUM 7-3

RELATIVE WIND 2-2

RESULTANT RELATIVE WIND 3-6

RETREATING BLADE STALL 11-6, 16-3

REVERSE FLOW 16-3

RIGID ROTOR 1-2, 5-5

RISK ELEMENTS 14-4

RISK MANAGEMENT 14-4

ROLL, AIRCRAFT 2-2

ROTATIONAL RELATIVE WIND 3-6

ROTORCRAFT FLIGHT MANUAL 6-1, 19-1

aircraft systems and description, 6-4

emergency procedures, 6-3, 19-3

general information, 6-1

gyroplane, 19-1

handling, servicing, and maintenance, 6-4

helicopter, 6-1

normal procedures, 6-3

operating limitations, 6-1

performance, 6-3, 19-2

safety and operational tips, 6-4

supplements, 6-4

weight and balance, 6-4, 19-1

ROTOR DRAG 16-4

帅哥

rearward flight, 9-8

sideward flight, 9-7

turn, 9-6

vertical takeoff, 9-5

HOVER TAXI 9-9

HUMAN FACTORS 14-1

HYDRAULIC FAILURE 11-14

INDUCED DRAG 2-5

INDUCED FLOW 3-6

INSTRUMENT CROSS-CHECK 12-5

INSTRUMENT FLIGHT 12-5

aircraft control, 12-7

bank control, 12-9

emergencies, 12-18

straight-and-level flight, 12-7

straight climbs, 12-11

straight descents, 12-14

takeoff, 12-19

turns, 12-15

unusual attitudes, 12-18

INSTRUMENT INTERPRETATION 12-6

INSTRUMENT TURNS 12-15

30° bank turn, 12-17

climbing and descending turns, 12-17

compass turns, 12-17

timed turns, 12-16

turns to a predetermined heading, 12-16

ISOGONIC LINES 12-5

LANDING

crosswind, 9-11, 20-14

high-altitude, 20-14

illusions, 13-4

night, 13-5

normal, 20-13

running/roll-on, 10-5

short-field, 20-13

slope, 10-6

soft-field, 20-14

LANDING GEAR 1-2, 15-3, 18-4

LAW OF CONSERVATION OF ANGULAR MOMENTUM 3-2

L/DMAX2-6

LIFT 2-3, 16-4

Bernoulli’s Principle, 2-3

magnus effect, 2-3

Newton’s Third Law of Motion, 2-4

LIFT-OFF AT LOW AIRSPEED AND HIGH ANGLE OF

ATTACK 21-1

LIFT-TO-DRAG RATIO 2-6

LOAD FACTOR 2-4

LOSS OF TAIL ROTOR EFFECTIVENESS 11-12

LOST PROCEDURES 11-16

LOW G CONDITIONS 11-10

LOW ROTOR RPM 11-10

LTE (See loss of tail rotor effectiveness)

MAGNETIC COMPASS 12-4

acceleration/deceleration error, 12-5

compass correction card, 12-5

magnetic deviation, 12-5

magnetic dip, 12-5

turning error, 12-5

variation, 12-4

MAGNUS EFFECT 2-3

MAIN ROTOR SYSTEM 1-1, 5-4

combination, 5-5

fully articulated, 1-1, 5-4

rigid, 1-2, 5-5

semirigid, 1-2, 5-5

MANEUVERS 9-1, 10-1, 20-1

after landing and securing, 9-20, 20-15

approaches, 9-19

climb, 9-13, 20-6

confined area operations, 10-7

crosswind landing, 9-20, 20-14

I

L

M

I-3

H

I-4

crosswind takeoff, 9-11, 20-4

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CORIOLIS EFFECT 3-2

CORRELATOR/GOVERNOR 4-2

CREW RESOURCE MANAGEMENT 14-2

CYCLIC CONTROL, GYROPLANE 17-1

CYCLIC PITCH CONTROL 4-2

DATUM 7-3

DECISION-MAKING PROCESS 14-3

DENSITY ALTITUDE 8-1, 20-5

DIRECT CONTROL 15-2

DISC LOADING 2-4

DISSYMMETRY OF LIFT 3-6, 16-3, 20-1

DIVERSION 11-15

DRAG 2-5

form, 2-5

induced, 2-5

parasite, 2-6

profile, 2-5

rotor, 16-4

skin friction, 2-5

total, 2-6

DUAL ROTOR SYSTEM 1-1

DYNAMIC ROLLOVER 11-7

EFFECTIVE TRANSLATIONAL LIFT 3-5

ELECTRICAL SYSTEMS 5-8

EMERGENCIES

aborted takeoff, 21-1

approach and landing, 21-3

autorotation, 11-1

buntover, 21-3

dynamic rollover, 11-7

ground resonance, 11-7, 21-3

instrument flight, 12-18

lift-off at low airspeeds and high angles of attack, 21-1

lost procedures, 11-16

low G conditions, 11-10

low rotor r.p.m. and blade stall, 11-10

mast bumping, 11-10

pilot-induced oscillation, 21-2

power pushover, 21-3

retreating blade stall, 11-6

settling with power, 11-5

systems malfunction, 11-11

vortex ring state, 11-5

EMERGENCY EQUIPMENTAND SURVIVAL GEAR 11-16, 21-4

ENGINE

reciprocating, 5-1, 18-1

turbine, 5-1

ENGINE INSTRUMENTS 18-3

ENGINE STARTING PROCEDURE 9-2, 20-1

ENVIRONMENTAL SYSTEMS 5-10

EYE 13-1

cones, 13-1

rods, 13-2

FALSE HORIZON 13-3

FENESTRON TAIL ROTOR 1-2

FLIGHT AT SLOW AIRSPEEDS 20-12

FLIGHT CONTROLS 1-3, 4-1

antitorque pedals, 4-3

collective pitch, 4-1, 17-2

cyclic pitch, 4-2, 17-1

rudder, 17-2

swash plate assembly, 5-5

throttle, 4-1, 17-1

FLIGHT DIVERSION 11-15

FLIGHT INSTRUMENTS 12-1

airspeed indicator, 12-1, 18-4

altimeter, 12-2, 18-4

attitude indicator, 12-3

heading indicator, 12-3

magnetic compass, 12-4

turn-indicators, 12-4

vertical speed indicator, 12-2

FLIGHT MANUAL (See rotorcraft flight manual)

FORCES IN A TURN 3-8

FOUR FORCES

drag, 2-5, 16-4

lift, 2-3, 16-4

thrust, 2-5, 16-4

weight, 2-4

FREEWHEELING UNIT 5-4

FUEL INJECTION 5-8

FUEL SYSTEMS 5-6

FULLY ARTICULATED ROTOR 1-1, 5-4, 18-1

GO-AROUND 9-20, 20-15

GOVERNOR 4-2

failure, 11-14

GROSS WEIGHT 7-1

GROUND EFFECT 3-3

GROUND HANDLING 18-4

GROUND REFERENCE MANEUVERS 9-14, 20-8

rectangular course, 9-14, 20-8

s-turns, 9-16, 20-10

turns around a point, 9-17, 20-11

GROUND RESONANCE 11-7, 21-3

GYROPLANE

components, 15-2

instruments, 18-3

stability, 16-5

types, 15-1

GYROSCOPIC INSTRUMENTS 12-3

attitude indicator, 12-3

heading indicator, 12-3

D

E

F

G

turn indicators, 12-4

GYROSCOPIC PRECESSION 3-4

HANG TEST 19-4

HAZARDOUS ATTITUDES 14-5

anti-authority, 14-6, 22-3

impulsivity, 14-6, 22-1

invulnerability, 14-6, 22-1

macho, 14-6, 22-2

resignation, 14-6, 22-2

HEADING INDICATOR 12-3

HEIGHT/VELOCITY DIAGRAM 11-4, 19-3

HELICOPTER SYSTEMS 5-1

anti-icing, 5-11

autopilot, 5-10

carburetor, 5-7

clutch, 5-4

electrical, 5-8

engine, 5-1

environmental, 5-10

flight control, 4-1

fuel, 5-6

hydraulics, 5-9

main rotor, 5-4

pitot-static, 12-1

stability augmentation system, 5-10

swash plate assembly, 5-5

tail rotor drive, 5-3

transmission, 5-3

HIGH RATE OF DESCENT 20-12

HINGES 5-5

HOVERING

aerodynamics, 3-1

flight, 9-5

HOVERING OPERATIONS

autorotation, 11-4

forward flight, 9-7

帅哥

condition.

VORTEX RING STATE—A transient condition of downward flight

(descending through air after just previously being accelerated downward

by the rotor) during which an appreciable portion of the main rotor system is being forced to operate at

angles of attack above maximum.

Blade stall starts near the hub and progresses outward as the rate of descent

increases.

WEIGHT—One of the four main

forces acting on a rotorcraft.

Equivalent to the actual weight of the

rotorcraft. It acts downward toward

the center of the earth.

YAW—The movement of a rotorcraft

about its vertical axis.

G-6

I-1

ABORTED TAKEOFF, GYROPLANE 21-1

ACCELERATE/STOP DISTANCE 21-1

AERODYNAMICS 2-1, 3-1, 16-1

autorotation, 3-8

forward flight, 3-5

general, 2-1

gyroplane, 16-1

helicopter, 3-1

hovering flight, 3-1

rearward flight, 3-8

sideward flight, 3-8

turning flight, 3-8

vertical flight, 3-4, 16-1

AERONAUTICAL DECISION MAKING (ADM) 14-1, 22-1

decision-making process, 14-3

definitions, 14-2

error chain, 14-1

factors affecting decision making, 14-5

hazardous attitudes, 14-6, 22-1

operational pitfalls, 14-8

origin, 14-2

pilot error, 14-1

risk management, 14-4

situational awareness, 14-8

stress management, 14-6

use of resources, 14-6

workload management, 14-7

AGONIC LINE 12-5

AIRCRAFT LIGHTING 13-3

AIRFOIL 2-1

angle of attack, 2-2

camber, 2-2

center of pressure, 2-1

chord line, 2-2

leading edge, 2-2

pitch angle, 2-2

relative wind, 2-2

resultant relative wind, 3-6

rotational relative wind, 3-6

span, 2-1

trailing edge, 2-2

twist, 2-1

AIRSPEED INDICATOR 12-1, 18-4

AIR TAXI 9-9

AIRWORTHINESS DIRECTIVE 6-4

ALTIMETER 12-2, 18-4

ANGLE OF ATTACK 2-2

ANTI-ICING SYSTEMS 5-11

ANTITORQUE PEDALS 4-3

ANTITORQUE SYSTEM FAILURE 11-11

ANTITORQUE SYSTEMS 1-2

tail rotor, 1-2

fenestron, 1-2

NOTAR®, 1-2

APPROACHES

confined area, 10-7

crosswind, 9-20

night, 13-5

normal to a hover, 9-19

normal to the surface, 9-20

pinnacle, 10-8

shallow approach, 10-5

steep, 10-4

ARM 7-4

ASYMMETRICAL AIRFOIL 2-1

ATTITUDE INDICATOR 12-3

ATTITUDE INSTRUMENT FLYING 12-1

AUTOKINESIS 13-3

AUTOPILOT 5-10

AUTOROTATION 11-1

aerodynamics, 3-8, 16-1

during instrument flight, 12-19

from a hover, 11-4

power recovery, 11-3

straight-in, 11-2

with turn, 11-3

AXIS OF ROTATION 2-2

BASIC EMPTY WEIGHT 7-1

BERNOULLI’S PRINCIPLE 2-3

BLADE

coning, 3-2

driven region, 3-9, 16-2

driving region, 3-9, 16-2

feather, 1-1

flap, 1-1, 16-6, 20-1

lead/lag, 1-1

reverse flow, 16-3

stall, 11-10

stall region, 3-9, 16-2

BLOWBACK 3-8

BUNTOVER 21-3

CARBURETOR 5-7

heat, 5-8

ice, 5-7

CENTER OF GRAVITY 7-2

aft CG, 7-2

forward CG, 7-2

lateral, 7-3, 7-7

CENTER OF PRESSURE 2-1, 16-5

CENTRIFUGAL FORCE 3-2, 3-8

CENTRIPETAL FORCE 3-8

CLUTCH

belt drive, 5-4

centrifugal, 5-4

freewheeling unit, 5-4

sprag, 5-4

COANDA EFFECT 1-3

COCKPIT MANAGEMENT 20-1

COLLECTIVE CONTROL, GYROPLANE 17-2

COLLECTIVE PITCH CONTROL 4-1

INDEX

A

B

C

I-2

COLLECTIVE PITCH/THROTTLE COORDINATION 4-2

COMPASS CORRECTION CARD 12-5

COMPASS DEVIATION 12-5

COMPASS ERRORS 12-4

COMPASS TURNS 12-17

CONFINED AREA OPERATIONS

approach, 10-7

takeoff, 10-8

CONING 3-2

CONING ANGLE 18-1

帅哥

describe the position of the two needles on the engine/rotor tachometer

when the two needles are not superimposed.

STANDARD ATMOSPHERE—A

hypothetical atmosphere based on

averages in which the surface temperature is 59°F (15°C), the surface pressure is 29.92 in. Hg (1013.2 Mb) at

sea level, and the temperature lapse

rate is approximately 3.5°F (2°C) per

1,000 feet.

STATIC STOP—A device used to

limit the blade flap, or rotor flap, at

low r.p.m. or when the rotor is

stopped.

STEADY-STATE FLIGHT—A condition when a rotorcraft is in straightand-level, unaccelerated flight, and all

forces are in balance.

SYMMETRICAL AIRFOIL—An

airfoil having the same shape on the

top and bottom.

TAIL ROTOR—A rotor turning in a

plane perpendicular to that of the main

rotor and parallel to the longitudinal

axis of the fuselage. It is used to control the torque of the main rotor and to

provide movement about the yaw axis

of the helicopter.

TEETERING HINGE—A hinge

that permits the rotor blades of a semirigid rotor system to flap as a unit.

THRUST—The force developed by

the rotor blades acting parallel to the

relative wind and opposing the forces

of drag and weight.

TIP-PATH PLANE—The imaginary

circular plane outlined by the rotor

blade tips as they make a cycle of

rotation.

TORQUE—In helicopters with a single, main rotor system, the tendency of

the helicopter to turn in the opposite

direction of the main rotor rotation.

TRAILING EDGE—The rearmost

edge of an airfoil.

TRANSLATING TENDENCY—

The tendency of the single-rotor helicopter to move laterally during hovering flight. Also called tail rotor drift.

G-5

TRANSLATIONAL LIFT—The

additional lift obtained when entering

forward flight, due to the increased

efficiency of the rotor system.

T R A N S V E R S E - F L O W

EFFECT—A condition of increased

drag and decreased lift in the aft portion of the rotor disc caused by the air

having a greater induced velocity and

angle in the aft portion of the disc.

TRUE ALTITUDE—The actual

height of an object above mean sea

level.

TURBOSHAFT ENGINE—A turbine engine transmitting power

through a shaft as would be found in a

turbine helicopter.

TWIST GRIP—The power control

on the end of the collective control.

UNDERSLUNG—A rotor hub that

rotates below the top of the mast, as

on semirigid rotor systems.

UNLOADED ROTOR—The state of

a rotor when rotor force has been

removed, or when the rotor is operating

under a low or negative G condition.

USEFUL LOAD—The difference

between the gross weight and the

basic empty weight. It includes the

flight crew, usable fuel, drainable oil,

if applicable, and payload.

VARIATION—The angular difference between true north and magnetic

north; indicated on charts by isogonic

lines.

VERTICAL VIBRATION—A vibration in which the movement is up and

down, or vertical, as in an out-of-track

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(OGE) HOVER—Hovering greater

than one diameter distance above the

surface. Because induced drag is

greater while hovering out of ground

effect, it takes more power to achieve

a hover out of ground effect.

G-4

PARASITE DRAG—The part of

total drag created by the form or shape

of helicopter parts.

PAYLOAD—The term used for passengers, baggage, and cargo.

PENDULAR ACTION—The lateral

or longitudinal oscillation of the fuselage due to it being suspended from

the rotor system.

PITCH ANGLE—The angle between

the chord line of the rotor blade and

the reference plane of the main rotor

hub or the rotor plane of rotation.

PREROTATION—In a gyroplane, it

is the spinning of the rotor to a sufficient r.p.m. prior to flight.

PRESSURE ALTITUDE—The height

above the standard pressure level of

29.92 in. Hg. It is obtained by setting

29.92 in the barometric pressure window and reading the altimeter.

PROFILE DRAG—Drag incurred

from frictional or parasitic resistance

of the blades passing through the air. It

does not change significantly with the

angle of attack of the airfoil section,

but it increases moderately as airspeed

increases.

RESULTANT RELATIVE WIND—

Airflow from rotation that is modified

by induced flow.

RETREATING BLADE—Any blade,

located in a semicircular part of the rotor

disc, where the blade direction is opposite to the direction of flight.

RETREATING BLADE STALL—

A stall that begins at or near the tip of

a blade in a helicopter because of the

high angles of attack required to compensate for dissymmetry of lift. In a

gyroplane the stall occurs at 20 to 40

percent outboard from the hub.

RIGID ROTOR—A rotor system

permitting blades to feather but not

flap or hunt.

ROTATIONAL VELOCITY—The

component of relative wind produced

by the rotation of the rotor blades.

ROTOR—A complete system of

rotating airfoils creating lift for a helicopter or gyroplane.

ROTOR DISC AREA—See disk

area.

ROTOR BRAKE—A device used to

stop the rotor blades during shutdown.

ROTOR FORCE—The force produced by the rotor in a gyroplane. It is

comprised of rotor lift and rotor drag.

SEMIRIGID ROTOR—A rotor system in which the blades are fixed to the

hub but are free to flap and feather.

SETTLING WITH POWER—See

vortex ring state.

SHAFT TURBINE—A turbine

engine used to drive an output shaft

commonly used in helicopters.

SKID—A flight condition in which

the rate of turn is too great for the

angle of bank.

SKID SHOES—Plates attached to

the bottom of skid landing gear protecting the skid.

SLIP—A flight condition in which

the rate of turn is too slow for the

angle of bank.

SOLIDITY RATIO—The ratio of

the total rotor blade area to total rotor

disc area.

SPAN—The dimension of a rotor

blade or airfoil from root to tip.

SPLIT NEEDLES—A term used to

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effects of emotions, and the interac-

tion and communication with other

participants in the aviation community, such as other crew members and air

traffic control personnel.

HUNTING—Movement of a blade

with respect to the other blades in the

plane of rotation, sometimes called

leading or lagging.

INERTIA—The property of matter

by which it will remain at rest or in a

state of uniform motion in the same

direction unless acted upon by some

external force.

IN GROUND EFFECT (IGE)

HOVER—Hovering close to the surface (usually less than one rotor diameter distance above the surface) under

the influence of ground effect.

INDUCED DRAG—That part of the

total drag that is created by the production of lift.

INDUCED FLOW—The component

of air flowing vertically through the

rotor system resulting from the production of lift.

ISOGONIC LINES—Lines on

charts that connect points of equal

magnetic variation.

KNOT—A unit of speed equal to one

nautical mile per hour.

L/DMAX—The maximum ratio

between total lift (L) and total drag

(D). This point provides the best glide

speed. Any deviation from the best

glide speed increases drag and reduces

the distance you can glide.

LATERIAL VIBRATION—A vibration in which the movement is in a lateral direction, such as imbalance of the

main rotor.

LEAD AND LAG—The fore (lead)

and aft (lag) movement of the rotor

blade in the plane of rotation.

LICENSED EMPTY WEIGHT—

Basic empty weight not including full

engine oil, just undrainable oil.

LIFT—One of the four main forces

acting on a rotorcraft. It acts perpendicular to the relative wind.

LOAD FACTOR—The ratio of a

specified load to the total weight of

the aircraft.

MARRIED NEEDLES—A term

used when two hands of an instrument

are superimposed over each other, as

on the engine/rotor tachometer.

MAST—The component that supports the main rotor.

MAST BUMPING—Action of the

rotor head striking the mast, occurring

on underslung rotors only.

MINIMUM LEVEL FLIGHT

SPEED—The speed below which a

gyroplane, the propeller of which is

producing maximum thrust, loses altitude.

NAVIGATIONAL AID (NAVAID)

—Any visual or electronic device, airborne or on the surface, that provides

point-to-point guidance information,

or position data, to aircraft in flight.

NIGHT—The time between the end

of evening civil twilight and the

beginning of morning civil twilight, as

published in the American Air

Almanac.

NORMALLY ASPIRATED ENGINE

—An engine that does not compensate for decreases in atmospheric pressure through turbocharging or other

means.

ONE-TO-ONE VIBRATION—A

low frequency vibration having one

beat per revolution of the rotor. This

vibration can be either lateral, vertical,

or horizontal.

OUT OF GROUND EFFECT