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Montgomerie-Bensen B8MR, G-BXDC
Montgomerie-Bensen B8MR, G-BXDC AAIB Bulletin No: 1/2001 Ref: EW/C2000/04/03 - Category: 2.3 Aircraft Type and Registration: Montgomerie-Bensen B8MR, G-BXDC No & Type of Engines: 1 Rotax 582 piston engine Year of Manufacture: 1999 Date & Time (UTC): 16 April 2000 at 1411 hrs Location: Carlisle Airport, Cumbria Type of Flight: Private Persons on Board: Crew - 1 - Passengers - None Injuries: Crew - 1 - Passengers - N/A Nature of Damage: Aircraft destroyed Commander's Licence: Private Pilot's Licence (gyroplanes) Commander's Age: 51 years Commander's Flying Experience: 67 hours (of which 30 were on type) Last 90 days - 44 hours Last 28 days - 43 hours Information Source: AAIB Field Investigation Background information The pilot first showed an active interest in autogyros when in March 1999 he visited Carlisle Airport for a trial lesson. He had not flown before and enjoyed the experience so much that he flew again the same day and agreed to embark on a formal training programme with an instructor who was authorised by the CAA to conduct dual and single seat autogyro training as well as flight examinations. The instructor reported that his student approached all matters to do with his flying 'with a great deal of enthusiasm and a fair degree of ability'. From the start of his course until January 2000 the pilot undertook dual instruction, mainly at weekends, on a two seater VPM M16 autogyro. By March 2000 he was sufficiently experienced to transfer to the 'open frame' single-seat Benson autogyro. He flew this for approximately 20 hours, carrying out mainly short 'hops' along the length of the runway and practising balancing on the main wheels before progressing to flying the aircraft in the visual circuit and carrying out general handling exercises. -
Book Reviews the SYCAMORE SEEDS
Afterburner Book Reviews THE SYCAMORE SEEDS Early British Helicopter only to be smashed the following night in a gale. The book then covers the Cierva story in some detail, the Development chapter including, out of context, two paragraphs on By C E MacKay the Brennan propeller-driven rotor driven helicopter [helicogyro] fl own in 1924 at Farnborough but Distributed by A MacKay, 87 Knightscliffe Avenue, aborted by the Air Ministry the next year, stating that Netherton, Glasgow G13 2RX, UK (E charlese87@ there was no future for the helicopter and backing btinternet.com). 2014. 218pp. Illustrated. £12.95. Cierva’s autogyro programme contracting Avro to build ISBN 978-0-9573443-3-4. the fi rst British machines. Good coverage is given to the range of Cierva autogyros culminating in the Avro Given the paucity of coverage of British helicopter C30 Rota and its service use by the RAF. development I approached this slim (218 A5 pp) The heart of the book begins with a quotation: publication with interest. While autogyros have been “Morris, I want you to make me blades, helicopter well documented, Charnov and Ord-Hume giving blades,” with which William Weir, the fi rst Air Minister, exhaustive and well documented treatments of the founder of the RAF and supporter of Cierva, brought helicopter’s predecessor, the transition to the directly furniture maker H Morris & Co into the history of driven rotor of the helicopter is somewhat lacking. rotorcraft pulling in designers Bennett, Watson, Unfortunately MacKay’s book only contributes a Nisbet and Pullin with test pilots Marsh and Brie fi nal and short chapter to the ‘British Helicopter’ to form his team. -
Over Thirty Years After the Wright Brothers
ver thirty years after the Wright Brothers absolutely right in terms of a so-called “pure” helicop- attained powered, heavier-than-air, fixed-wing ter. However, the quest for speed in rotary-wing flight Oflight in the United States, Germany astounded drove designers to consider another option: the com- the world in 1936 with demonstrations of the vertical pound helicopter. flight capabilities of the side-by-side rotor Focke Fw 61, The definition of a “compound helicopter” is open to which eclipsed all previous attempts at controlled verti- debate (see sidebar). Although many contend that aug- cal flight. However, even its overall performance was mented forward propulsion is all that is necessary to modest, particularly with regards to forward speed. Even place a helicopter in the “compound” category, others after Igor Sikorsky perfected the now-classic configura- insist that it need only possess some form of augment- tion of a large single main rotor and a smaller anti- ed lift, or that it must have both. Focusing on what torque tail rotor a few years later, speed was still limited could be called “propulsive compounds,” the following in comparison to that of the helicopter’s fixed-wing pages provide a broad overview of the different helicop- brethren. Although Sikorsky’s basic design withstood ters that have been flown over the years with some sort the test of time and became the dominant helicopter of auxiliary propulsion unit: one or more propellers or configuration worldwide (approximately 95% today), jet engines. This survey also gives a brief look at the all helicopters currently in service suffer from one pri- ways in which different manufacturers have chosen to mary limitation: the inability to achieve forward speeds approach the problem of increased forward speed while much greater than 200 kt (230 mph). -
DYNAMIC MODELING of AUTOROTATION for SIMULTANEOUS LIFT and WIND ENERGY EXTRACTION by SADAF MACKERTICH B.S. Rochester Institute O
DYNAMIC MODELING OF AUTOROTATION FOR SIMULTANEOUS LIFT AND WIND ENERGY EXTRACTION by SADAF MACKERTICH B.S. Rochester Institute of Technology, 2012 A thesis submitted in partial fulfilment of the requirements for the degree of Master of Science in the Department of Mechanical and Aerospace Engineering in the College of Engineering and Computer Science at the University of Central Florida Orlando, Florida Spring Term 2016 Major Professor: Tuhin Das c 2016 Sadaf Mackertich ii ABSTRACT The goal of this thesis is to develop a multi-body dynamics model of autorotation with the objective of studying its application in energy harvesting. A rotor undergoing autorotation is termed an Autogyro. In the autorotation mode, the rotor is unpowered and its interaction with the wind causes an upward thrust force. The theory of an autorotating rotorcraft was originally studied for achieving safe flight at low speeds and later used for safe descent of helicopters under engine failure. The concept can potentially be used as a means to collect high-altitude wind energy. Autorotation is inherently a dynamic process and requires detailed models for characterization. Existing models of autorotation assume steady operating conditions with constant angu- lar velocity of the rotor. The models provide spatially averaged aerodynamic forces and torques. While these steady-autorotation models are used to create a basis for the dynamic model developed in this thesis, the latter uses a Lagrangian formulation to determine the equations of motion. The aerodynamic effects on the blades that produce thrust forces, in- plane torques, and out-of-plane torques, are modeled as non-conservative forces within the Lagrangian framework. -
AAIB Bulletin 7/2014
AAIB Bulletin 7/2014 TO REPORT AN ACCIDENT OR INCIDENT PLEASE CALL OUR 24 HOUR REPORTING LINE 01252 512299 AAIB Bulletin: 7/2014 CONTENTS SPECIAL BULLETINS / INTERIM REPORTS None SUMMARIES OF AIRCRAFT ACCIDENT (‘FORMAL’) REPORTS Aircraft Accident Report No: 2/2014 EC225 LP Super Puma G REDW 10-May-12 ∫ ∫ 3 EC225 LP Super Puma G-CHCN 22-Oct-12 AAIB FIELD INVESTIGATIONS COMMERCIAL AIR TRANSPORT FIXED WING Airbus A320-214 G-OZBY 10-Apr-13 23 ROTORCRAFT Eurocopter EC155B1 OY-HJJ 06-Nov-13 38 GENERAL AVIATION FIXED WING None ROTORCRAFT Bell 206B Jet Ranger III G-BPWI 04-Oct-13 58 SPORT AVIATION / BALLOONS None AAIB CORRESPONDENCE INVESTIGATIONS COMMERCIAL AIR TRANSPORT None GENERAL AVIATION Aero AT-3 R100 G-SACY 09-Mar-14 65 CAP 10B G-BKCX 16-Mar-14 66 Cessna 152 G-BIDH 11-Apr-14 67 Cessna 152 G-BYMH 14-Jan-14 69 Cirrus SR20 N781CD 15-Mar-14 70 Hughes 369D G-CCUO 27-Jan-14 72 Luscombe 8E Silvaire Deluxe G-BTCH 22-Dec-13 75 © Crown copyright 2014 i AAIB Bulletin: 7/2014 CONTENTS Cont AAIB CORRESPONDENCE INVESTIGATIONS Cont GENERAL AVIATION Cont Pierre Robin DR400/180 Regent G-JMTS 19-Jan-14 77 Piper PA-28-181 Cherokee Archer II G-BHWZ 19-Mar-14 79 Pitts S-2S Special G-EWIZ 07-Mar-14 80 Reims Cessna FA152 Aerobat G-BFRV 05-Mar-14 81 Robinson R22 Beta G-BYCF 29-Mar-14 82 Vans RV-4 G-NADZ 31-Mar-14 83 SPORT AVIATION / BALLOONS Quik GT450 G-JULE 18-Apr-14 85 Rotorsport Cavalon gyroplane G-RDNY 05-Mar-14 86 Rotorsport UK MTOsport G-GSMT 28-Feb-14 88 Team Minimax 91 G-BZOR 16-Mar-14 90 Zenair CH 601UL Zodiac G-FAOH 09-Mar-14 91 MISCELLANEOUS ADDENDA and CORRECTIONS Airbus A320-214 EI-EZV 16-Jan-14 95 List of recent aircraft accident reports issued by the AAIB 96 (ALL TIMES IN THIS BULLETIN ARE UTC) © Crown copyright 2014 ii AAIB Bulletin: 7/2014 Summaries of Aircraft Accident Reports This section contains summaries of Aircraft Accident (‘Formal’) Reports published since the last AAIB monthly bulletin. -
OAS-69B Helicopter Pilot Evaluation Qualification Check.Xlsx
OAS-69B(12/12) Helicopter Pilot Evaluation/Qualification Check Section I - Pilot Information (to be filled out by pilot seeking approval ) 1. Name: (Last, First, Middle Initial) 2. Employed By: 3. Type of Evaluation: Initial Recurrent Compliance Postaccident 4. Aircraft: (make, model, series) 5. Aircraft N Number: 6. Flight Time: 7. Location of Flight Evaluation: SECTION II - Statement of Retention of Aircraft Pilot-in-Command Authority 1. Authority Statement: I will remain responsible as the sole Pilot-in-Command of the aircraft during this evaluation flight and I will refuse to attempt any maneuver which, in my opinion, may be hazardous, unsafe, or result in any contractual, company, or FAA violation. 2. Pilot's Signature (sign prior to flight) 3. Date SECTION III - Pilot Evaluation Summary D-Demonstrated Ability K-Knowledgeable U-Unsatisfactory 1. Prerequisites 7. Special Use Operations 1 a. MH1 Basic Fire Behavior and Tactics (attach copy) Expires: a. Low Level (Recon. & Surv.) 1 b. MH2 Organization, Communication, and Airspace (attach copy) Expires: b. Helitack/Passenger Transport 1 c. MH3 Fire Helicopter Operations (attach copy) Expires: (1) Crew/Passenger Brief 1 d. A-110 Aviation Transport of Hazardous Materials (attach copy) Expires: (2) Manifest 2 e. Grand Canyon SFAR (attach copy) Expires: c. External Load (belly hook) Note Recurrence: 1 3 year 2 1 year d. Water/Retardant Delivery 2. General Knowledge e. Longline VTR (150 ft) a. Interagency Operations and Safety Procedure Guide (Fire Only) f. Snorkel b. Pilot Authority and Responsibility (1) VTR c. Power Assurance Check (2) Mirror d. Flight Time and Duty Day Limitations g. -
Aerodynamic Concept of the Uav in the Gyrodyne Configuration
TRANSACTIONS OF THE INSTITUTE OF AVIATION 1 (250) 2018, pp. 49–66 DOI: 10.2478/tar-2018-0005 © Copyright by Wydawnictwa Naukowe Instytutu Lotnictwa AERODYNAMIC CONCEPT OF THE UAV IN THE GYRODYNE CONFIGURATION Jan Muchowski*, Marek Szumski*, Andrzej Krzysiak** *Department of Fluid Mechanics and Aerodynamics, Mechanical Engineering and Aeronautics, Rzeszow University of Technology, al. Powstańców Warszawy 8, 35-959 Rzeszow **Aerodynamics Department, Institute of Aviation, Al. Krakowska 110/114, 02-256 Warsaw [email protected], [email protected], [email protected], Abstract The article presents an aerodynamic concept of UAV in the gyrodyne configuration, as a more efficient one than the currently used UAV airframe configuration applied for monitoring tasks of pow- er lines and railway infrastructure. A sample task which is realised by conceptual gyrodyne based on monitoring aerial power lines was characterised and described . The assumed idea of UAV was shown in comparison to the currently used aircraft configuration presented in the introduction. Referring to momentum theory, hover efficiency of the multicopter and the helicopter was evaluated. In relation to the helicopter, an initial draft of the airframe conception accompanied by a description of advan- tages of the gyrodyne configuration was exposed. Problems related to the gyrodyne configuration were emphasised in the summary. Keywords: aerodynamic concept, UAV, VTOL, gyrodyne, airframe configuration 1. INTRODUCTION In recent years a dynamic growth of the UAV (Unmanned Aerial Vehicle) usage in civil and mili- tary missions can be observed . Economic aspects are the main reasons of that increase, i.e. the purchas- ing cost of the UAS (Unmanned Aircraft System) varies from 40% up to 80% of the manned system cost. -
Performance Analysis of the Slowed-Rotor Compound Helicopter Configuration
Performance Analysis of the Slowed-Rotor Compound Helicopter Configuration Matthew W. Floros Wayne Johnson Raytheon ITSS Army/NASA Rotorcraft Division Moffett Field, California NASA Ames Research Center Moffett Field, California The calculated performance of a slowed-rotor compound aircraft, particularly at high flight speeds, is exam- ined. Correlation of calculated and measured performance is presented for a NASA Langley high advance ratio test and the McDonnell XV-1 demonstrator to establish the capability to model rotors in such flight conditions. The predicted performance of a slowed-rotor vehicle model based on the CarterCopter Technology Demonstra- tor is examined in detail. An isolated rotor model and a model of a rotor and wing are considered. Three tip speeds and a range of collective pitch settings are investigated. A tip Mach number of 0.2 and zero collective pitch are found to be the optimum condition to minimize rotor drag. Performance is examined for both sea level and cruise altitude conditions. Nomenclature Much work has been focused on tilt rotor aircraft; both military and civilian tilt rotors are currently in development. But other configurations may provide comparable benefits to CT thrust coefficient tilt rotors in terms of range and speed. Two such configura- CQ torque coefficient tions are the compound helicopter and the autogyro. These CH longitudinal inplane force coefficient configurations provide STOL or VTOL capability, but are ca- D drag pable of higher speeds than a conventional helicopter because L lift the rotor does not provide the propulsive force or at high MTIP tip Mach number speed, the vehicle lift. The drawback is that redundant lift VT tip speed and/or propulsion add weight and drag which must be com- q dynamic pressure pensated for in some other way. -
DAO Level 5 Certificate in Applied Aviation Studies (Helicopter Crewman)
Qualification Handbook DAO Level 5 Certificate in Applied Aviation Studies (Helicopter Crewman) QN: 603/0919/2 The Qualification Overall Objective for the Qualifications This handbook relates to the following qualification: DAO Level 5 Certificate in Applied Aviation Studies (Helicopter Crewman) This Level 5 Certificate provides the standards that must be achieved by individuals that are working within the Armed Forces. Pre-entry Requirements Learners who are taking this qualification should be employed in the Air Crewman role. Unit Content and Rules of Combination This qualification is made up of a total of 19 mandatory units and 1 Optional unit. To be awarded this qualification the candidate must achieve a total of 29 credits as shown in the table below. Unit number Unit of assessment Level TQT Guided Credit Learning value Hours (GLH) Y/615/5053 Science and Mathematics 4 17 2 Meteorology for Rotary 5 10 1 D/615/5054 Wing Aircraft Generic Aircraft Systems 5 10 1 H/615/5055 (Rotary Wing) Principles of Flight (POF) 5 10 1 K/615/5056 Rotary Wing T/615/5058 Helicopter Operations 5 10 1 Support Helicopter 4 20 2 A/615/5059 techniques Dangerous Goods 3 10 1 M/615/5060 Awareness Load an Aircraft 4 10 1 T/615/5061 (simulated) Procedural Instrument A/615/5062 Flying (Rotary Wing 5 15 2 Aircraft) 2 Mountains and Maritime 5 26 3 H/615/5072 operations Crew resource K/615/5073 management (CRM) and 4 8 1 Airmanship A/615/5076 Voice Marshalling 4 9 1 F/615/5077 Aircraft Emergencies 4 7 1 L/615/5079 Helicopter Navigation 5 20 2 Instrument and Night 5 28 3 F/615/5080 Flying Tactical Formation Flying 5 7 1 L/615/5082 (Trail) Y/615/5084 Fly with loads 4 10 1 D/615/5099 Mission Management 5 7 1 Assist the pilot to fly in J/615/5100 undulating, confined and 5 25 3 hazardous terrain Total Credits 29 Maritime Rotary Wing 5 O 10 1 L/615/5101 Crewman (OPTIONAL UNIT for RN) Age Restriction This qualification is available to learners aged 16-18 years and 19+. -
Pilot Operating Handbook Pilot Operating Handbook for Gyroplane Cavalon
Pilot Operating Handbook Pilot Operating Handbook for Gyroplane Cavalon AutoGyro_POH_Cavalon Revision 3.1 – Issue Date 20.10.2018 Pre-pages 1 All rights reserved. Under the copyright laws, this manual may not be copied, in whole or in part, without the written consent of AutoGyro GmbH. AutoGyro reserves the right to change or improve its products and to make changes in the content of this manual without obligation to notify any person or organisation of such changes or improvements. Notifications to the Civil Aviation Authorities or other organisations based on legal regulations are unaffected. MTOsport, Calidus, Cavalon, the AutoGyro logo and word picture mark are trademarks or registered trademarks of AutoGyro AG, registered in Germany and other countries. Other company and product names mentioned herein may be trademarks of their respective companies. Mention of third- party products is for informational purposes only and constitutes neither an endorsement nor a recommendation. AutoGyro assumes no responsibility with regard to the performance or use of these products. All understandings, agreements, or warranties, if any, take place directly between the vendors and the prospective users. U.S. and foreign patents of AutoGyro AG are used in the Calidus and Cavalon gyroplanes - (US.Pat.No. 8,690,100; US.Pat.No. D699,153) Every effort has been made to ensure that the information in this manual is accurate. AutoGyro GmbH is not responsible for printing or clerical errors. AutoGyro_POH_Cavalon Revision 3.1 – Issue Date 20.10.2018 Pre-pages -
Helicopter Safety Considerations
Page 13 – Color-Logo-Combination 2 SAFETY CONSIDERATIONS Methods to IMprove helIcopter PIlots’ capabILITIES TRAINING LEAFLET HE 1 2 >> Safety considerations for helicopter pilots Training leaflet >> 3 CONTENT Introduction _____________________________ 5 Aim ____________________________________ 5 1.0 Degraded Visual Environment (DVE) _____ 7 1.1 Helicopter Handling Characteristics 1.2 Pilot Capabilities 1.3 Visual Cues 1.4 Risk Analysis 1.5 In Flight 1.6 Loss of Visual References 1.7 Conclusion 2.0 Vortex Ring State ___________________12 2.1 Conditions for Vortex Ring 2.2 Effect of Vortex Ring 2.3 Vortex Ring pilot recovery actions 2.4 Vortex Ring avoidance 3.0 Loss of Tail Rotor Effectiveness (LTE) __14 3.1 When Does LTE Happen? 3.2 How can LTE be avoided? 3.3 Recovery from LTE 4.0 Static & Dynamic Rollover ____________16 4.1 Static Rollover 4.2 Dynamic Rollover 4.3 Precautions Pre-flight planning Checklist _____________21 4 >> Safety considerations for helicopter pilots Training leaflet >> 5 Introduction The European Helicopter Safety Implementation Team (EHSIT) is a component of the European Helicopter Safety Team (EHEST). The EHSIT is tasked to process the Implementation Recommendations (IRs) issues identified from the research conducted by the European Helicopter Safety Analysis Team (EHSAT) (see Final Report - EHEST Analysis of 2000 – 2005 European helicopter accidents1). This leaflet is the first in a series of safety related leaflets and publications aiming at improving safety by sharing good practises. These leaflets will be accompanied by web based training materials including videos, which will be available freely to all pilots in order to enhance flight safety by addressing recognised training related issues. -
Pooleys Technical H Powerpoint 2017
Technical Helicopter Pooleys EASA PPL Ground School Technical Helicopter Pooleys EASA PPL Ground School Pooleys Flight Equipment Ltd | Elstree Aerodrome | Hertfordshire | WD6 3AW Tel: +44(0)20 8953 4870 | Fax: +44(0)20 8953 2512 Email: [email protected] | Website: www.pooleys.com Nothing in this powerpoint supersedes any EU legislation, rules or EASA regulations or procedures an d any operational documents issued by The Stationery Office, the Civil Aviation Authority, National Aviation Authorities, the manufacturers of aircraft, engines and systems, or by the operators of aircraft throughout the world. Note that as maps and charts are changed regularly, those extracts reproduced in this presentation must not be used for flight planning or flight operations. Copyright © 2017 Pooleys Air Presentations Some material copyright Air Pilot Publishing Limited Technical Helicopter Pooleys EASA PPL Ground School INDEX Instructions Torque Reaction Vortex Ring Undercarriage Editorial Team Tail Rotor Drift/Roll Ground Resonance Engine Configurations The Rotary Wing Swash Plate/Spider Sys. Blade Sailing Basic Engine Comp. Aerofoil Section Collective Pitch Lever Dynamic Rollover Four Stroke Cycle Production of Lift Engine Throttle Static Rollover Typical Ignition System Pitch Angle Yaw Pedals Typical Transmission Detonation/Pre-ignition Form Drag Cyclic Control Phase Lag Engine Cooling Skin Friction Hovering Advance Angle Typical Lubrication Syst. Interference Drag Surface Appreciation Carburettor Ice Series & Parallel Battery Induced Drag Horizontal Movement Rotor/Engine RPM 1 Typical Starter System Coning Angle Dissymmetry of Lift Rotor/Engine RPM 2 Typical Charging System Blade Dragging Blade Airflow Reversal Rotor/Engine RPM 3 Typical Fuel System Blade Flapping Load Factors in Turning Types of Dynamic Stab.