Transcript Formation

Contact Maneuvers
Overview
•
•
•
•
•
Introduction
Takeoffs
Approaches
Traffic Patterns
Emergency Procedures
Takeoffs
•
•
•
•
Hovering Flight
Normal
Maximum Performance
Marginal Power
Hovering Flight
• Per Task 1017, Army TC 1-211/23 FTS ATL
– Vertical ascent to hover altitude of 4 feet, +/-1 foot
– Maintain heading +/- 10 degrees
– Drift not to exceed 1 foot on hover takeoff, 2 feet while stationary,
during turns, or moving forward, sideward, or rearward, no drift
lateral or rearward on landing from hover
– Turns flown with constant rate of turn not to exceed 90 degrees in
4 seconds
Normal Takeoff
• Aircraft exposure time in avoid area of height
velocity diagram minimized
• Takeoff may be started from the ground or hover
– Maintain takeoff heading with pedals +/- 10 degrees (wing low
method if necessary) below 50 ft.
– Apply takeoff power 3 psi above hover power, maintain +/- 1 psi
– Apply forward cyclic to attain 70 KIAS by 100’ AGL or as
necessary to clear obstacles by 10’, maintain 70 KIAS +/- 10 in
climb
– Place aircraft in trim after climb established and clear barriers
Marginal Power Takeoff
• Takeoff accomplished from a hover/ground with
hover power simulated max power available
–
–
–
–
–
Brief 50’ simulated obstacle and abort point
Maintain takeoff power of hover torque +/- 1 psi
Maintain takeoff heading +/- 10 degrees until clear barriers
Apply forward cyclic to accelerate forward from hover
Passing through ETL, enter and maintain climb to clear obstacles,
maintain a/s at or above ETL (can accelerate to max R/C airspeed);
do not allow a/s to drop below trans lift as critical settling to
ground may occur
– Upon passing 50’agl (simulated obstacle), accelerate w/o
descending through 50 kts, the maneuver is terminated and
increase power and airspeed to establish standard 70 KIAS climb,
a/c in trim
Maximum Performance Takeoff
• Takeoff from ground or hover with OGE power
available
– Brief simulated 100’ obstacle and abort point
– Maintain takeoff power (6 psi above hover for stagefield, as
required for remote site) +/- 1 psi
– Maintain takeoff heading +/- 10 degrees until clear obstacles
– Establish slightly nose low attitude (40 K, skids level) in climb to
safely clear obstacle by 10’, then accelerate to 70 KIAS without
descending, a/c in trim
– Upon reaching 70 KIAS, adjust power and attitude for normal
climb
– Maintain power setting until termination of maneuver; can use
other pilot to call out power settings
Approaches
•
•
•
•
•
Normal Approach
Steep Approach
Shallow Approach
Slide Landing
Approach to Touchdown
Normal Approach
• Enter approach from base altitude (300 ft)/70
KIAS , 30 degree apparent angle
– At desired angle, lower collective to establish a descent, start
gradual reduction of airspeed/groundspeed
– Power required, aircraft attitude, approach speed will vary
(different aircraft weights, density altitude, winds)
– Rate of closure (brisk walk) controlled primarily by cyclic, adjust
so ETL lost as aircraft enters ground effect (about 50 ft)
– Coordinate collective and cyclic to maintain angle/decrease speed,
wing low method to maintain groundtrack/alignment below 50 ft
– Allow for smooth transition to zero groundspeed at 3-5 ft hover
over landing spot (aim for nose centered over spot at termination)
Normal Approach
• Note
– Exercise care to avoid tail low attitudes near ground..at
12 deg nose up attitude the tail skid and rear skids could
contact the ground simultaneously
Steep Approach
• Enter approach from base altitude (300 ft)/30 K
groundspeed, 45 degree apparent angle
– Initiate approach with 30 k groundspeed, +/- 5 k
– At desired angle, lower collective to start approach, maintain
apparent angle at which approach is started throughout approach
– Use collective to control angle and rate of descent, cyclic to control
rate of closure
– Coordinate controls to effect a smooth transition to zero
groundspeed over intended spot (nose centered over landing spot)
– 800 fpm maximum rate of descent below 30 KIAS
– Reducing forward speed to 0, with rates of descent in excess of
800 fpm may result in setting with power
– Terminate within 10ft of intended hover/touchdown spot
Shallow Approach
• Enter approach from base altitude (300 ft)/70
KIAS , 10 degree apparent angle
– At desired angle, lower collective to establish a descent, start
gradual reduction of airspeed/groundspeed
– Power required, aircraft attitude, approach speed will vary
(different aircraft weights, density altitude, winds)
– Rate of closure (brisk walk) controlled primarily by cyclic, adjust
so ETL lost as aircraft enters ground effect (about 50 ft)
– Coordinate collective and cyclic to maintain angle/decrease speed,
wing low method to maintain groundtrack/alignment below 50 ft
– Allow for smooth transition to zero groundspeed at 3-5 ft hover
over landing spot (aim for mast centered over spot at termination)
Slide Landing
• Normally used in conjunction with shallow
approach
– Plan the approach to near end of landing area, touchdown with
airspeed at or slightly above translational lift
– Touchdown must occur in the first two-thirds of landing area
– At hover altitude, establish landing attitude (very slightly nose
high, hover attitude), smoothly fly aircraft to the ground
– Collective as necessary to cushion the landing, maintain directional
control with the tail rotor pedals and cyclic as required
– Heading aligned with landing direction +/- 5 deg
– Collective slowly reduced to allow skid friction to stop aircraft; an
abrupt reduction of collective may cause helicopter to nose over
and result in the rotor contacting the fuselage
Approach to Touchdown
• Made from any desired angle, used when there is a
shortage of power, possibility of restriction to
visibility (blowing snow/sand/grass), or anytime
hovering is not desired.
– Touchdown area must be clear of obstructions and nearly level
– Touchdown at zero, or near zero groundspeed, landing attitude
(very slightly nose high, hover attitude)
– Smoothly fly aircraft to ground
Traffic Pattern Flight
• Enter traffic pattern on 45 deg angle to center of
downwind leg, or as directed by ATC
– Maintain straight ground track using crab method, aircraft in trim
– Maintain rate of climb/descent +/- 100 fpm, airspeed +/- 10 KIAS
(90KIAS downwind/70KIAS crosswind/base), altitudes +/- 100
feet (500’ agl downwind, 300’ agl base or stagefield altitudes
published in In-Flight Guide), roll out on desired hdg +/- 10 deg
– Pilot on controls primarily focused outside, all other crewmembers
assist as requested - clear all turns prior to beginning turn
– Utilize proper power management to climb, level off, and descend
as appropriate
Emergency Procedures
• Straight-Ahead Autorotation
• Autorotation with Turn
Straight-Ahead Autorotation
• Practice autorotation terminated with power, but should be
planned as though an actual to a touchdown
– To enter, smoothly lower collective to minimum, reduce throttle to flight
idle, apply right pedal to maintain trim (coordinated flight)
– Verbalize the underlined steps, check for normal engine instrument
readings and rotor in the green during descent
– Adjust aircraft attitude to attain desired glide speed; wings level, min of
70 KIAS, rotor in green, normal (< 3000fpm) rate of descent prior to flare
– Initiate flare at 75-100 feet with smooth aft cyclic application (reduce rate
of descent and groundspeed, allow rotor to build), once established slowly
rotate throttle to full-open position
– No lower than 25’, rotate aircraft to landing (hover attitude, very slightly
nose high) attitude, initial power pull at 15-20’
– Terminate with power no lower than 4’ above ground, 0-15 k gs, no lateral
drift
Straight-Ahead Autorotation
• Standards
– Entry altitude +/- 100 feet (Min straight 500’agl; turning 800’agl)
– Entry airspeed 90KIAS +/- 10 KIAS
–
–
–
–
–
–
–
Verbalize underlined steps, select correct entry point
Rotor within limits (in green) throughout entire manuever
70-100 KIAS at flare entry, flare initiated at 75-100 feet
Heading alignment within +/- 10 deg during power application
Smooth, precise controlled aircraft movement
Terminate no lower than 4’ with less than 15 k groundspeed
Landing attitude at termination with no lateral drift
Turning Autorotation
• Practice autorotation with 180 deg turn terminated with power,
but should be planned as an actual to a touchdown
– To enter, smoothly lower collective to minimum, reduce throttle to flight idle, apply
right pedal to maintain trim, start turn to lane
– Verbalize the underlined steps, check for normal engine instrument readings and
rotor in the green during descent
– Adjust aircraft attitude to attain desired glide speed (if a/s decreases during turn do
not dive excessively), continue turn toward landing area
– Must have wings level, min of 70 KIAS, rotor in green, normal (< 3000fpm) rate of
descent, aligned with lane no lower than 150’AGL prior to flare (minor heading
corrections on final allowed)
– Initiate flare at 75-100 feet with smooth aft cyclic application (reduce rate of
descent and groundspeed, allow rotor to build), once established slowly rotate
throttle to full-open position
– No lower than 25’, rotate aircraft to landing (hover attitude, very slightly nose high)
attitude, initial power pull at 15-20’
– Terminate with power no lower than 4’ above ground, 0-15 k gs, no lateral drift
Turning Autorotation
• Standards
– Entry altitude +/- 100 feet (Min straight 500’agl; turning 800’agl)
– Entry airspeed 90KIAS +/- 10 KIAS
–
–
–
–
–
–
–
–
Verbalize underlined steps, select correct entry point
Rotor within limits (in green) throughout entire manuever
Maintain airspeed during descent 80 KIAS +/- 20 during turn
70-100 KIAS at flare entry, flare initiated at 75-100 feet
Heading alignment within +/- 10 deg during power application
Smooth, precise controlled aircraft movement
Terminate no lower than 4’ with less than 15 k groundspeed
Landing attitude at termination with no lateral drift
Autorotations
• Warnings
– Ensure collective at minimum setting to maintain rotor in limits and
throttle application smooth when advancing throttle to full open; reduces
stress applied to sprag clutch
– Avoid low airspeed/high vertical descent during final portion; engine
power/rotor inertia may not be sufficient to safely recover the aircraft
• Notes
– If at any time the success of the autorotation is in doubt initiate a
immediate power recovery and/or go-around
– Key elements for a successful autorotation are suitable glide speed and
aircraft trim
– Slight amount of back pressure on cyclic during turn will aid in getting
through the turn and avoid diving
Summary
•
•
•
•
•
Introduction
Takeoffs
Approaches
Traffic Patterns
Emergency Procedures