直升机飞行手册 Helicopter Flying Handbook

时间：2014-11-09 12:30来源：FAA 作者：直升机翻译 点击：次

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Rolling out of the turn to straight-and-level flight is the same as the entry into the turn except that pressure on the cyclic is applied in the opposite direction. Since the helicopter continues to turn as long as there is any bank, start the rollout before reaching the desired heading.
The discussion on level turns is equally applicable to making turns while climbing or descending. The only difference is that the helicopter is in a climbing or descending attitude rather than that of level flight. If a simultaneous entry is desired, merely combine the techniques of both maneuvers— climb or descent entry and turn entry. When recovering from a climbing or descending turn, the desired heading and altitude are rarely reached at the same time. If the heading is reached first, stop the turn and maintain the climb or descent until reaching the desired altitude. On the other hand, if the Skid.altitude is reached first, establish the level flight attitude and continue the turn to the desired heading.
Slips HCL
A slip occurs when the helicopter slides sideways toward the center of the turn. [Figure 9-12] It is caused by an insufficient amount of antitorque pedal in the direction of Inertia.the turn, or too much in the direction opposite the turn, in relation to the amount of power used. In other words, if you hold improper antitorque pedal pressure, which keeps the
nose from following the turn, the helicopter slips sideways Figure 9-13.During a skid, the rate of turn is too great for the toward the center of the turn. angle of bank used, and inertia exceeds the horizontal component
Figure 9-14.Cockpit view of a slip and skid.
Normal Climb
The entry into a climb from a hover has already been described in the Normal Takeoff from a Hover subsection; therefore, this discussion is limited to a climb entry from cruising flight.
Technique
To enter a climb in a helicopter while maintaining airspeed, the first actions are increasing the collective and throttle, and adjusting the pedals as necessary to maintain a centered ball in the slip/skid indicator. Moving the collective up requires a slight aft movement of the cyclic to direct all of the increased power into lift and maintain the airspeed. Remember, a helicopter can climb with the nose down and descend with the nose up. Helicopter attitude changes mainly reflect acceleration or deceleration, not climb or descent. Therefore, the climb attitude is approximately the same as level flight in a stable climb, depending on the aircraft’s horizontal stabilizer design.
If the pilot wishes to climb faster, with a decreased airspeed, then the climb can be initiated with aft cyclic. Depending on initial or entry airspeed for the climb, the climb can be accomplished without increasing the collective, if a much slower airspeed is acceptable. However, as the airspeed decreases, the airflow over the vertical fin decreases necessitating more antitorque (left) pedal application.
To level off from a climb, start adjusting the attitude to the level flight attitude a few feet prior to reaching the desired altitude. The amount of lead depends on the rate of climb at the time of level-off (the higher the rate of climb, the more the lead). Generally, the lead is 10 percent of the climb rate. For example, if the climb rate is 500 feet per minute (fpm), you should lead the level-off by 50 feet.
To begin the level-off, apply forward cyclic to adjust and maintain a level flight attitude, which can be slightly nose low. Maintain climb power until the airspeed approaches the desired cruising airspeed, then lower the collective to obtain cruising power and adjust the throttle to obtain and maintain cruising rpm. Throughout the level-off, maintain longitudinal trim with the antitorque pedals.
Common Errors
1. Failure to maintain proper power and airspeed.
2. Holding too much or too little antitorque pedal.
3. In the level-off, decreasing power before adjusting the nose to cruising attitude.

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