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直升机飞行员手册 直升机操作手册 The Helicopter Pilot’s Handbook

时间:2011-04-05 11:37来源:蓝天飞行翻译 作者:航空 点击:

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Landing sites on the bottoms of valleys often have difficult access, and frequently leave no escape route once an approach has started. In this case, it's important to have safe power reserves before committing yourself. In any case, placing the aircraft downwind near to ground should be avoided, but if you have to, go low and slow when approaching downwind with a last minute turn into wind.
In snow, try landing with the sun behind you, as the aircraft shadow will give you a useful guide to the ground slope and surface and provide a focus for a sight picture approach. Some people use the landing light. For takeoff, try not to hover too much. A jump takeoff is useful if little power is available, where you get light on the skids, proceed to the edge with full RPM and tip yourself over the edge. Good fun, but you should be able to hover at least for a moment, just in case your C of G is out. In a confined area, for a JetRanger, at least, you need about 15% torque in hand to do a proper vertical takeoff, so you’re probably OK if you’re hovering at about 80%.
Near the end of a cliff (or the deck of a ship), try and keep the tips of the rotors as far as possible over the edge, to avoid a vortex formed by wind movement over the edge (a backlash) mixing with your downwash, which will affect the airflow so much that you will need more power in a low hover. It’s a similar effect to the recirculation found when hovering near a building, where the accelerated air going through the disc actually pulls your machine towards the wall, and more power is used to stop it.

Log Pads and Platforms
Log pads are used when slopes are steep, on rough ground. The quick and easy one is a single log across the slope for your rear skid to a solid mat of smaller ones. They can be slippery! Platforms are still made from logs, but are much more refined. The problem with them all is, you can mostly only land one way, and there may be no room to turn once you get there, so approaching with the wind in totally the wrong direction is often the only choice. In such cases, you need much more anticipation than normal, and the willingness to throw things away much earlier. Of course, you don’t actually have to land, but it’s often worth a try. As with landing on rigs or ships, it may be possible to approach to the hover next to it and move sideways on. Here is a typical log arrangement (note the larger one at the back):

 


Summary
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Mountains take no sh*t from nobody.

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Make turns away from rising ground.

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Use the eye-level pass as much as possible.

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Use controls for different functions, collective for speed, etc.

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Take off as cleanly as possible to avoid getting snagged

 


Night Flying
Night flying can be pleasant—there's less traffic, you tend not to go in bad weather and the air is denser, so the engine and flying controls are more responsive. However, the tendency is not to allow single-engined night flying on Commercial Air Transport, but occasionally positioning may take place with the pilot only on board. This doesn't make it any safer, but at least reduces the number of questions in the House. Don't forget there is no VFR at night. Well, not in UK, anyway.

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