直升機(jī)飛行手冊(cè) Helicopter Flying Handbook
時(shí)間：2014-11-09 12:30來源：FAA 作者：直升機(jī)翻譯 點(diǎn)擊：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. The portion in the upper left of this diagram demonstrates a flight profile that probably does not allow the pilot to complete an autorotation successfully, primarily due to having insufficient airspeed to enter an autorotative profile in time to avoid a crash. The shaded area on the lower right is dangerous due to the airspeed and proximity to the ground resulting in dramatically reduced reaction time for the pilot in the case of mechanical failure, or other in-flight emergencies. This shaded area at the lower right is not portrayed in H/V curves for multi-engine helicopters capable of safely hovering and flying with a single engine failure. The following examples further illustrate the relevance of the H/V curve to a single-engine helicopter. At low heights with low airspeed, such as a hover taxi, the pilot can simply use the potential energy from the rotor system to cushion the landing with collective, converting rotational inertia to lift. The aircraft is in a safe part of the H/V curve. At the extreme end of the scale (e.g., a three-foot hover taxi at walking pace) even a complete failure to recognize the power loss resulting in an uncushioned landing would probably be survivable. As the airspeed increases without an increase in height, there comes a point at which the pilot’s reaction time would be insufficient to react with a flare in time to prevent a high speed, and thus probably fatal, ground impact. Another thing to consider is the length of the tailboom and the response time of the helicopter flight controls at slow airspeeds and low altitudes. Even small increases in height give the pilot much greater time to react; therefore, the bottom right part of the H/V curve is usually a shallow gradient. If airspeed is above ideal autorotation speed, the pilot’s instinct is usually to flare to convert speed to height and increase rotor rpm through coning, which also immediately gets them out of the dead man’s curve. Conversely, an increase in height without a corresponding increase in airspeed puts the aircraft above a survivable uncushioned impact height, and eventually above a height where rotor inertia can be converted to sufficient lift to enable a survivable landing. This occurs abruptly with airspeeds much below the ideal autorotative speed (typically 40–80 knots). The pilot must have enough time to accelerate to autorotation speed in order to autorotate successfully; this directly relates to a requirement for height. Above a certain height the pilot can achieve autorotation speed even from a 0 knot start, thus putting high OGE hovers outside the curve. The typical safe takeoff profile involves initiation of forward flight from a 2–3 feet landing gear height, only gaining altitude as the helicopter accelerates through translational lift and airspeed approaches a safe autorotative speed. At this point, some of the increased thrust available may be used to attain safe climb airspeed and will keep the helicopter out of the shaded or hatched areas of the H/V diagram. Although helicopters are not restricted from conducting maneuvers that will place them in the shaded area of the H/V chart, it is important for pilots to understand that operation in those shaded areas exposes pilot, aircraft, and passengers to a certain hazard should the engine or driveline malfunction. The pilot should always evaluate the risk of the maneuver versus the operational value. The Effect of Weight Versus Density Altitude The height/velocity diagram [Figure 11-3] depicts altitude and airspeed situations from which a successful autorotation can be made. The time required, and therefore, altitude necessary to attain a steady state autorotative descent, is dependent on the weight of the helicopter and the density altitude. For this reason, the H/V diagram is valid only when the helicopter is operated in accordance with the gross weight versus density altitude chart. If published, this chart is found in the RFM for the particular helicopter. [Figure 11-4] The gross weight versus density altitude chart is not intended to provide a restriction to gross weight, but to be an advisory of the autorotative capability of the helicopter during takeoff and climb. A pilot must realize, however, that at gross weights above those recommended by the gross weight versus density altitude chart, the values are unknown. |
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