直升机飞行手册Rotorcraft flying handbook

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aviation. Pilots who choose to operate outside of the

regulations, or on the ragged edge, eventually get

caught, 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 knows

that he will not have time to take a flight physical

before his morning flight. Dick thinks to himself “The

rules are too restrictive. Why should I spend the time

and money on a physical when I will be the only one at

risk if I fly tomorrow?”

Dick decides to fly the next morning thinking that no

harm will come as long as no one finds out that he is

flying illegally. He pulls his gyroplane out from the

hangar, does the preflight inspection, and is getting

ready to start the engine when an FAA inspector walks

up and greets him. The FAA inspector is conducting a

random inspection and asks to see Dick’s pilot and

medical certificates.

Dick subjected himself to the hazardous attitude of “antiauthority.” Now, he will be unable to fly, and has invited

an exhaustive review of his operation by the FAA. Dick

could have prevented this event if had taken the time to

think, “Follow the rules. They are usually right.”

22-4

G-1

ABSOLUTE ALTITUDE—The actual distance an object is above the

ground.

ADVANCING BLADE—The blade

moving in the same direction as the

helicopter or gyroplane. In rotorcraft

that have counterclockwise main rotor

blade rotation as viewed from above,

the advancing blade is in the right half

of the rotor disc area during forward

movement.

AIRFOIL—Any surface designed to

obtain a useful reaction of lift, or negative lift, as it moves through the air.

AGONIC LINE—A line along which

there is no magnetic variation.

AIR DENSITY—The density of the

air in terms of mass per unit volume.

Dense air has more molecules per unit

volume than less dense air. The density of air decreases with altitude above

the surface of the earth and with

increasing temperature.

AIRCRAFT PITCH—When referenced to an aircraft, it is the movement about its lateral, or pitch axis.

Movement of the cyclic forward or aft

causes the nose of the helicopter or

gyroplane to pitch up or down.

AIRCRAFT ROLL—Is the movement of the aircraft about its

longitudinal axis. Movement of the

cyclic right or left causes the helicopter or gyroplane to tilt in that direction.

AIRWORTHINESS DIRECTIVE

—When an unsafe condition exists

with an aircraft, the FAA issues an airworthiness directive to notify concerned parties of the condition and to

describe the appropriate corrective

action.

ALTIMETER—An instrument that

indicates flight altitude by sensing

pressure changes and displaying altitude in feet or meters.

ANGLE OF ATTACK—The angle

between the airfoil’s chord line and

the relative wind.

ANTITORQUE PEDAL—The pedal

used to control the pitch of the tail

rotor or air diffuser in a NOTAR®

system.

ANTITORQUE ROTOR—See tail

rotor.

ARTICULATED ROTOR—A rotor

system in which each of the blades is

connected to the rotor hub in such a

way that it is free to change its pitch

angle, and move up and down and

fore and aft in its plane of rotation.

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AUTOPILOT—Those units and

components that furnish a means of

automatically controlling the aircraft.

AUTOROTATION—The condition

of flight during which the main rotor

is driven only by aerodynamic forces

with no power from the engine.

AXIS-OF-ROTATION—The imaginary line about which the rotor

rotates. It is represented by a line

drawn through the center of, and perpendicular to, the tip-path plane.

BASIC EMPTY WEIGHT—The

weight of the standard rotorcraft,

operational equipment, unusable fuel,

and full operating fluids, including

full engine oil.

BLADE CONING—An upward

sweep of rotor blades as a result of lift

and centrifugal force.

BLADE DAMPER—A device

attached to the drag hinge to restrain

the fore and aft movement of the rotor

blade.

BLADE FEATHER OR FEATH-

ERING—The rotation of the blade

around the spanwise (pitch change)

axis.

BLADE FLAP—The ability of the

rotor blade to move in a vertical direction. Blades may flap independently

or in unison.

BLADE GRIP—The part of the hub

assembly to which the rotor blades are

attached, sometimes referred to as

blade forks.

BLADE LEAD OR LAG—The fore

and aft movement of the blade in the

plane of rotation. It is sometimes

called hunting or dragging.

BLADE LOADING—The load

imposed on rotor blades, determined

by dividing the total weight of the helicopter by the combined area of all the

rotor blades.

BLADE ROOT—The part of the

blade that attaches to the blade grip.

BLADE SPAN—The length of a

blade from its tip to its root.

BLADE STALL—The condition of

the rotor blade when it is operating at

an angle of attack greater than the

maximum angle of lift.

BLADE TIP—The further most part

of the blade from the hub of the rotor.

BLADE TRACK—The relationship

of the blade tips in the plane of rotation. Blades that are in track will move

through the same plane of rotation.

BLADE TRACKING—The mechanical procedure used to bring the blades

of the rotor into a satisfactory relationship with each other under dynamic

conditions so that all blades rotate on a

common plane.

BLADE TWIST—The variation in

the angle of incidence of a blade

between the root and the tip.

BLOWBACK—The tendency of the

rotor disc to tilt aft in forward flight as

a result of flapping.

GLOSSARY

G-2

BUNTOVER—The tendency of a

gyroplane to pitch forward when rotor

force 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 weight

of the helicopter is considered to be

concentrated.

CENTER OF PRESSURE—The

point where the resultant of all the

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aerodynamic forces acting on an airfoil intersects the chord.

CENTRIFUGAL FORCE—The

apparent force that an object moving

along a circular path exerts on the

body constraining the object and that

acts outwardly away from the center

of rotation.

CENTRIPETAL FORCE—The

force that attracts a body toward its

axis of rotation. It is opposite centrifugal force.

CHIP DETECTOR—A warning

device that alerts you to any abnormal

wear in a transmission or engine. It

consists of a magnetic plug located

within the transmission. The magnet

attracts any metal particles that have

come loose from the bearings or other

transmission parts. Most chip detectors have warning lights located on the

instrument panel that illuminate when

metal particles are picked up.

CHORD—An imaginary straight line

between the leading and trailing edges

of an airfoil section.

CHORDWISE AXIS—A term used

in reference to semirigid rotors

describing the flapping or teetering

axis of the rotor.

COAXIL ROTOR—A rotor system

utilizing two rotors turning in opposite

directions on the same centerline. This

system is used to eliminated the need

for a tail rotor.

COLLECTIVE PITCH CON-

TROL—The control for changing the

pitch of all the rotor blades in the main

rotor system equally and simultaneously and, consequently, the amount

of lift or thrust being generated.

CONING—See blade coning.

CORIOLIS EFFECT—The tendency of a rotor blade to increase or

decrease its velocity in its plane of

rotation when the center of mass

moves closer or further from the axis

of rotation.

CYCLIC FEATHERING—The

mechanical change of the angle of

incidence, or pitch, of individual rotor

blades independently of other blades

in the system.

CYCLIC PITCH CONTROL—The

control for changing the pitch of each

rotor blade individually as it rotates

through one cycle to govern the tilt of

the rotor disc and, consequently, the

direction and velocity of horizontal

movement.

DELTA HINGE—A flapping hinge

with a skewed axis so that the flapping

motion introduces a component of

feathering that would result in a restoring force in the flap-wise direction.

DENSITY ALTITUDE—Pressure

altitude corrected for nonstandard

temperature variations.

DEVIATION—A compass error

caused by magnetic disturbances from

the electrical and metal components in

the aircraft. The correction for this

error is displayed on a compass correction card place near the magnetic

compass of the aircraft.

DIRECT CONTROL—The ability

to maneuver a rotorcraft by tilting the

rotor disc and changing the pitch of

the rotor blades.

DIRECT SHAFT TURBINE—A

shaft turbine engine in which the compressor and power section are mounted on a common driveshaft.

DISC AREA—The area swept by the

blades of the rotor. It is a circle with

its center at the hub and has a radius of

one blade length.

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DISC LOADING—The total helicopter weight divided by the rotor disc

area.

DISSYMMETRY OF LIFT—The

unequal lift across the rotor disc

resulting from the difference in the

velocity of air over the advancing

blade half and retreating blade half of

the rotor disc area.

DRAG—An aerodynamic force on a

body acting parallel and opposite to

relative wind.

DUAL ROTOR—A rotor system utilizing two main rotors.

DYNAMIC ROLLOVER—The tendency of a helicopter to continue

rolling when the critical angle is

exceeded, if one gear is on the ground,

and the helicopter is pivoting around

that point.

FEATHERING—The action that

changes the pitch angle of the rotor

blades by rotating them around their

feathering (spanwise) axis.

FEATHERING AXIS—The axis

about which the pitch angle of a rotor

blade is varied. Sometimes referred to

as the spanwise axis.

FEEDBACK—The transmittal of

forces, which are initiated by aerodynamic action on rotor blades, to the

cockpit controls.

FLAPPING HINGE—The hinge

that permits the rotor blade to flap and

thus balance the lift generated by the

advancing and retreating blades.

FLAPPING—The vertical movement of a blade about a flapping

hinge.

FLARE—A maneuver accomplished

prior to landing to slow down a rotorcraft.

G-3

FREE TURBINE—A turboshaft

engine with no physical connection

between the compressor and power

output shaft.

FREEWHEELING UNIT—A component of the transmission or power

train that automatically disconnects

the main rotor from the engine when

the engine stops or slows below the

equivalent rotor r.p.m.

FULLY ARTICULATED ROTOR

SYSTEM—See articulated rotor system.

GRAVITY—See weight.

GROSS WEIGHT—The sum of the

basic empty weight and useful load.

GROUND EFFECT—A usually

beneficial influence on rotorcraft performance that occurs while flying

close to the ground. It results from a

reduction in upwash, downwash, and

bladetip vortices, which provide a corresponding decrease in induced drag.

GROUND RESONANCE—Selfexcited vibration occurring whenever

the frequency of oscillation of the

blades about the lead-lag axis of an

articulated rotor becomes the same as

the natural frequency of the fuselage.

GYROCOPTER — Trademark

applied to gyroplanes designed and

produced by the Bensen Aircraft

Company.

GYROSCOPIC PRECESSION—

An inherent quality of rotating bodies,

which causes an applied force to be

manifested 90° in the direction of

rotation from the point where the

force is applied.

HUMAN FACTORS—The study of

how people interact with their

environment. In the case of general

aviation, it is the study of how pilot

performance is influenced by such

issues as the design of cockpits, the

function of the organs of the body, the

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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

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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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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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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

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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

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