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直升機(jī)飛行手冊(cè) Helicopter Flying Handbook

時(shí)間：2014-11-09 12:30來(lái)源：FAA 作者：直升機(jī)翻譯 點(diǎn)擊：次

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skid or wheel starts to leave the ground before the downslope skid or wheel, smoothly and gently lower the collective and check to see if the downslope skid or wheel is caught on something. Under these conditions, vertical ascent is the only acceptable method of lift-off.
12. Be aware that dynamic rollover can be experienced during flight operations on a floating platform if the platform is pitching/rolling while attempting to land or takeoff. Generally, the pilot operating on floating platforms (barges, ships, etc.) observes a cycle of seven during which the waves increase and then decrease to a minimum. It is that time of minimum wave motion that the pilot needs to use for the moment of landing or takeoff on floating platforms. Pilots operating from floating platforms should also exercise great caution concerning cranes, masts, nearby boats (tugs) and nets.
Low-G Conditions and Mast Bumping
Low acceleration of gravity (low-G or weightless) maneuvers create specific hazards for helicopters, especially those with semirigid main rotor systems because helicopters are primarily designed to be suspended from the main rotor in normal flight with only small variations for positive G load maneuvers. Since a helicopter low-G maneuver departs from normal flight conditions, it may allow the airframe to exceed the manufacturer’s design criteria. A low-G condition could have disastrous results, the best way to prevent it from happening is to avoid the conditions in which it might occur.
Low-G conditions are not about the loss of thrust, rather the imbalance of forces. Helicopters are mostly designed to have weight (gravity pulling down to the earth) and lift opposing that force of gravity. Low-G maneuvers occur when this balance is disturbed. An example of this would be placing the helicopter into a very steep dive. At the moment of pushover, the lift and thrust of the rotor is forward, whereas gravity is now vertical or straight down. Since the lift vector is no longer vertical and opposing the gravity (or weight) vector, the fuselage is now affected by the tail rotor thrust below the plane of the main rotor. This tail rotor thrust moment tends to make the helicopter fuselage tilt to the left. Pilots then apply right cyclic inputs to try to correct for the left. Since the main rotor system does not fully support the fuselage at this point, the fuselage continues to roll and the pilot applies more right cyclic until the rotor system strikes the mast (mast bumping), often ending with unnecessary fatal results. In mast bumping, the rotor blade exceeds its flapping limits, causing the main rotor hub to “bump” into the rotor shaft. [Figure 11-10] The main rotor hub’s contact with the mast usually becomes more violent with each successive flapping motion. This creates a greater flapping displacement and leads to structural failure of the rotor shaft. Since the mast is hollow, the structural failure manifests itself either as shaft failure with complete separation of the main rotor system from the helicopter or a severely damaged rotor mast.
In situations like the one described above, the helicopter pilot should first apply aft cyclic to bring the vectors into balance, with lift up and gravity down. Since helicopter blades carry the helicopter and have limited motion attachment, care must be given to those attachment limits. Helicopter pilots should always adhere to the maneuvering limitations stated in the RFM. There may be more than one reason or design criteria which limits the helicopters flight envelope. Heed all of the manufacturer’s limitations and advisory data. Failure to do so could lead to dire, unintended consequences.
Low Rotor RPM and Blade Stall
As mentioned earlier, low rotor rpm during an autorotation might result in a less than successful maneuver. However, if rotor rpm decays to the point at which all the rotor blades stall, the result is usually fatal, especially when it occurs at altitude. It can occur in a number of ways, such as simply rolling the throttle the wrong way, pulling more collective pitch than power available, or when operating at a high density altitude.

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