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

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

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Figure 9-10. Maintain straight-and-level flight by adjusting the rotor tip-path plane forward but adjusting the collective as necessary to maintain a constant airspeed and altitude. The natural horizon line can be used as an aid in maintaining straight-and-level flight. If the horizon line begins to rise, slight power may be required or the nose of the helicopter may be too low. If the horizon line is slowly dropping, some power may need to be taken out or the nose of the helicopter may be too high, requiring a cyclic adjustment.
When in straight-and-level flight, any increase in the collective, while holding airspeed constant, causes the helicopter to climb. A decrease in the collective, while holding airspeed constant, causes the helicopter to descend. A change in the collective requires a coordinated change of the throttle to maintain a constant rpm. Additionally, the antitorque pedals need to keep the helicopter in trim around the vertical axis.
To increase airspeed in straight-and-level flight, apply forward pressure on the cyclic and raise the collective as necessary to maintain altitude. To decrease airspeed, apply rearward pressure on the cyclic and lower the collective, as necessary, to maintain altitude.
Although the cyclic is sensitive, there is a slight delay in control reaction, and it is necessary to anticipate actual movement of the helicopter. When making cyclic inputs to control the altitude or airspeed of a helicopter, take care not to overcontrol. If the nose of the helicopter rises above the level-flight attitude, apply forward pressure to the cyclic to bring the nose down. If this correction is held too long, the nose drops too low. Since the helicopter continues to change attitude momentarily after the controls reach neutral, return the cyclic to neutral slightly before the desired attitude is reached. This principle holds true for any cyclic input.
Since helicopters are not very stable, but are inherently very controllable, if a gust or turbulence causes the nose to drop, the nose tends to continue to drop instead of returning to a straight-and-level attitude as it would on a fixed-wing aircraft. Therefore, a pilot must remain alert and fly the helicopter at all times.
Common Errors
1. Failure to trim the helicopter properly, tending to hold antitorque pedal pressure and opposite cyclic. This is commonly called cross-controlling.
2. Failure to maintain desired airspeed.
3. Failure to hold proper control position to maintain desired ground track.
4. Failure to allow helicopter to stabilize at new airspeed.
Turns
A turn is a maneuver used to change the heading of the helicopter. The aerodynamics of a turn were previously discussed in Chapter 3, Aerodynamics of Flight.
Technique
Before beginning any turn, the area in the direction of the turn must be cleared not only at the helicopter’s altitude, but also above and below. To enter a turn from straight-and-level flight, apply sideward pressure on the cyclic in the direction the turn is to be made. This is the only control movement needed to start the turn. Do not use the pedals to assist the turn. Use the pedals only to compensate for torque to keep the helicopter in trim around the vertical axis. [Figure 9-11] Keeping the fuselage in the correct streamlined position around the vertical axis facilitates the helicopter flying forward with the least drag. Trim is indicated by a yaw string in the center, or a centered ball on a turn and slip indicator.
How fast the helicopter banks depends on how much lateral cyclic pressure is applied. How far the helicopter banks (the steepness of the bank) depends on how long the cyclic is displaced. After establishing the proper bank angle, return the cyclic toward the neutral position. When the bank is established, returning the cyclic to neutral or holding it inclined relative to the horizon will maintain the helicopter at that bank angle. Increase the collective and throttle to maintain altitude and rpm. As the torque increases, increase the proper antitorque pedal pressure to maintain longitudinal trim. Depending on the degree of bank, additional forward cyclic pressure may be required to maintain airspeed.

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