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Helicopter Flying Handbook (FAA-H-8083-21B) Chapter 9

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Helicopter Flying Handbook (FAA-H-8083-21B) Chapter 9 Chapter 9 Basic Flight Maneuvers Introduction From the previous chapters, it should be apparent that no two helicopters perform the same way. Even when flying the same model of helicopter, wind, temperature, humidity, weight, and equipment make it difficult to predict just how the helicopter will perform. Therefore, this chapter presents the basic flight maneuvers in a way that would apply to the majority of helicopters. In most cases, the techniques described apply to small training helicopters with: • A single, main rotor rotating in a counterclockwise direction (looking downward on the rotor). • An antitorque system. 9-1 Where a technique differs, it is noted. For example, a power Perform the maneuver with less intensity until all increase on a helicopter with a clockwise rotor system aspects of the machine can be controlled. The pilot requires right antitorque pedal pressure instead of left pedal must be aware of the sensitivity of the flight controls pressure. In many cases, the terminology “apply proper pedal due to the high speed of the main rotor. pressure” is used to indicate both types of rotor systems. 2. Anticipate changes in aircraft performance due to However, when discussing throt tle coordination to maintain loading or environmental condition. The normal proper rotations per minute (rpm), there is no differentiation collective increase to check rotor speed at sea level between those helicopters with a governor and those without. standard (SLS) may not be sufficient at 4,000 feet In a sense, the governor is doing the work for you. In addition, pressure altitude (PA) and 95 °F. instead of using the terms “collective pitch control” and “cyclic pitch control” throughout the chapter, these controls 3. The following flight characteristics may be expected are referred to as just “collective” and “cyclic.” during maneuvering flight and will be discussed and demonstrated by your Flight Instructor: Because helicopter performance varies with weather • Left turns, torque increases (more antitorque). conditions and aircraft loading, specific nose attitudes and This applies to most helicopters, but not all. power settings are not detailed in this handbook. In addition, • Right turns, torque decreases (less antitorque). this chapter does not detail every attitude of a helicopter in This applies to most helicopters, but not all. the various flight maneuvers, nor every move that must be made in order to perform a given maneuver. • Application of aft cyclic, torque decreases and rotor speed increases. When a maneuver is presented, there is a brief description, • Application of forward cyclic (especially when followed by the technique to accomplish the maneuver. In immediately following aft cyclic application), most cases, there is a list of common errors at the end of the torque increases and rotor speed decreases. discussion. • Always leave a way out. The Four Fundamentals • Know where the winds are. There are four fundamentals of flight upon which all • Engine failures can occur during power changes maneuvers are based: straight-and-level flight, turns, climbs, and cruise flight. One possible cause of engine and descents. All controlled flight maneuvers consist of one failure during cruise flight can be attributed to the or more of these four fundamentals of flight. If a student pilot pilot ignoring carburetor air temperatures, which is able to perform these maneuvers well, and the student’s could lead to carburetor icing and, subsequently, proficiency is based on accurate “feel” and control analysis engine failure. rather than mechanical movements, the ability to perform • Crew coordination is critical. Everyone needs any assigned maneuver is only a matter of obtaining a clear to be fully aware of what is going on, and each visual and mental conception of it. The flight instructor must crewmember has a specific duty. impart a good knowledge of these basic elements to the student and must combine them and plan their practice so that • In steep turns, the nose drops. In most cases, proper performance of each is instinctive without conscious energy (airspeed) must be traded to maintain effort. The importance of this to the success of flight training altitude as the required excess engine power may cannot be overemphasized. As the student progresses to not be available (to maintain airspeed in a 2G/60° more complex maneuvers, discounting any difficulties in turn, rotor thrust/engine power must increase by visualizing the maneuvers, most student difficulties are 100 percent). Failure to anticipate this at low caused by a lack of training, practice, or understanding of the altitude endangers the crew and passengers. principles of one or more of these fundamentals. The rate of pitch change is proportional to gross weight and density altitude. Guidelines • Normal helicopter landings usually require high Good practices to follow during maneuvering flight include: power settings, with terminations to a hover requiring the highest power setting. 1. Move the cyclic only as fast as trim, torque, and rotor speed can be maintained. When entering a maneuver • The cyclic position relative to the horizon and the trim, rotor, or torque reacts quicker than determines the helicopter’s travel and attitude. anticipated, pilot limitations have been exceeded. If continued, an aircraft limitation will be exceeded. 9-2 Straight-and-Level Flight Although the cyclic is sensitive, there is a slight delay in control reaction, and it is necessary to anticipate actual Straight-and-level flight is flight in which constant altitude movement of the helicopter. When making cyclic inputs to and heading are maintained. The attitude of the rotor disk control the altitude or airspeed of a helicopter, take care not relative to the horizon determines the airspeed. The horizontal to overcontrol. If the nose of the helicopter rises above the stabilizer design determines the helicopter’s attitude when level-flight attitude, apply forward pressure to the cyclic to stabilized at an airspeed and altitude. Altitude is primarily bring the nose down. If this correction is held too long, the controlled by use of the collective. nose drops too low. Since the helicopter continues to change attitude momentarily after the controls reach neutral, return Technique the cyclic to neutral slightly before the desired attitude is To maintain forward flight, the rotor tip-path plane must reached. This principle holds true for any cyclic input. be tilted forward to obtain the necessary horizontal thrust component from the main rotor. By doing this, it causes the Since helicopters are not very stable, but are inherently very nose of the helicopter to lower which in turn will cause the controllable, if a gust or turbulence causes the nose to drop, airspeed to increase. In order to counteract this, the pilot the nose tends to continue to drop instead of returning to a must find the correct power setting to maintain level flight by straight-and-level attitude as it would on a fixed-wing aircraft. adjusting the collective. [Figure 9-1] The horizontal stabilizer Therefore, a pilot must remain alert and fly the helicopter aids in trimming the helicopter about its transverse, horizontal at all times. axis, and reduces the amount of nose tuck that would occur. On several helicopters, it is designed as a negative lift airfoil, Common Errors which produces a lifting force in a downward direction. 1. Failure to trim the helicopter properly, tending to hold When in straight-and-level flight, any increase in the antitorque pedal pressure and opposite cyclic. This is collective, while holding airspeed constant, causes the commonly called cross-controlling. helicopter to climb. A decrease in the collective, while holding 2. Failure to maintain desired airspeed. airspeed constant, causes the helicopter to descend. A change in the collective requires a coordinated change of the throttle 3. Failure to hold proper control position to maintain to maintain a constant rpm. Additionally, the antitorque pedals desired ground track. need to keep the helicopter in trim around the vertical axis. 4. Failure to allow helicopter to stabilize at new airspeed. To increase airspeed in straight-and-level flight, apply Turns forward pressure on the cyclic and raise the collective as A turn is a maneuver used to change the heading of the necessary to maintain altitude. To decrease airspeed, apply helicopter. The aerodynamics of a turn were previously rearward pressure on the cyclic and lower the collective, as discussed in Chapter 2, Aerodynamics of Flight. necessary, to maintain altitude. Technique Before beginning any turn, the area in the direction of the turn must be cleared not only at the helicopter’s altitude, but also above and below. To enter a turn from straight-and-level flight, apply sideward pressure on the cyclic in the direction the turn is to be made. This is the only control movement MR MR STARTER TR lOW L CLTCH TEMP CHIP N CHIP FEL RPM 0 10 E R KNOTS 20 I00 FEET 30 0 needed to start the turn. Do not use the pedals to assist the 20 30 9 I 110 110 100 120 20 20 100 100 110 40 40 MPH I0 I0 2 90 90 8 CALIBRATED ALT 50 TO 29.8 80 80 90 20,000 FEET 29.9 100 30.0 70 70 60 I0 I0 60 60 50 90 70 20 20 7 50 50 80 3 80 6 4 RPM 60 5 70 STB PR TEST turn. Use the pedals only to compensate for torque to keep 20 L R 30 0 15 25 24 5 15 33 P MANFOLD VERTICAL SPEED PRESS 2 100 FEET PER MINTE 10 30 0 20 IN Hg 3 ALg. 5 DN 5 35 6 5 2 15 2 MIN TRN 0 DC ELEC the helicopter in trim around the vertical axis. [Figure 9-2] N 3 33 6 30 GS E W 12 24 NAV FUEL 15 Keeping the fuselage in the correct streamlined position 245 II5 S 26 26 21 20 T I00 P R OBS I E R E G M S H P S T around the vertical axis facilitates the helicopter flying Figure 9-1.
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