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直升機(jī)飛行手冊 Helicopter Flying Handbook

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

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Prior to landing from an autorotative descent (or autorotation), the pilot must flare the helicopter in order to decelerate. The pilot initiates the flare by applying aft cyclic. As the helicopter flares back, the airflow patterns change around the blades causing the rpm to increase. Pilots must adjust the collective as necessary to keep the rpm within operating limits.
Chapter Summary
This chapter introduced the basics of aerodynamic fundamentals and theory and how they relate to flying a helicopter. This chapter also explained how aerodynamics affect helicopter flight and how important it is for pilots to understand aerodynamic principles and be prepared to react to these effects. For additional information on aerodynamics, refer to the aerodynamics of flight portion of the Pilot’s Handbook of Aeronautical Knowledge.
Collective Pitch Control
The collective pitch control (or simply “collective” or “thrust lever”) is located on the left side of the pilot’s seat and is operated with the left hand. The collective is used to make changes to the pitch angle of the main rotor blades and does this simultaneously, or collectively, as the name implies. As the collective pitch control is raised, there is a simultaneous and equal increase in pitch angle of all main rotor blades; as it is lowered, there is a simultaneous and equal decrease in pitch angle. This is done through a series of mechanical linkages and the amount of movement in the collective lever determines the amount of blade pitch change. [Figure 3-1] An adjustable friction control helps prevent inadvertent collective pitch movement.
Changing the pitch angle on the blades changes the angle of incidence on each blade. With a change in angle of incidence comes a change in drag, which affects the speed or revolutions per minute (rpm) of the main rotor. As the pitch angle increases, angle of incidence increases, drag increases, and rotor rpm decreases. Decreasing pitch angle decreases both angle of incidence and drag, while rotor rpm increases. In order to maintain a constant rotor rpm, which is essential in helicopter operations, a proportionate change in power is required to compensate for the change in drag. This is accomplished with the throttle control or governor, which automatically adjusts engine power.
Throttle Control
The function of the throttle is to regulate engine rpm. If the correlator or governor system does not maintain the desired rpm when the collective is raised or lowered, or if those systems are not installed, the throttle must be moved manually with the twist grip in order to maintain rpm. The throttle control is much like a motorcycle throttle, and works in virtually the same way. Twisting the throttle to the left increases rpm; twisting the throttle to the right decreases rpm. [Figure 3-2]
Governor/Correlator
A governor is a sensing device that senses rotor and engine rpm and makes the necessary adjustments in order to keep rotor rpm constant. In normal operations, once the rotor rpm is set, the governor keeps the rpm constant, and there is no need to make any throttle adjustments. Governors are common on all turbine helicopters (as it is a function of the fuel control system of the turbine engine), and used on some piston powered helicopters.
A correlator is a mechanical connection between the collective lever and the engine throttle. When the collective lever is raised, power is automatically increased; when lowered, power is decreased. This system maintains rpm close to the desired value, but still requires adjustment of the throttle for fine tuning.
Some helicopters do not have correlators or governors and require coordination of all collective and throttle movements. When the collective is raised, the throttle must be increased; when the collective is lowered, the throttle must be decreased. As with any aircraft control, large adjustments of either collective pitch or throttle should be avoided. All corrections should be made through the use of smooth pressure.

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