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The 13-digit and 10-digit formats both work. Please try again.Please try again.Please try again. It concentrates on explaining not only how and why the helicopter flies but also on the correct handling techniques needed to master the flying exercises required to obtain a helicopter pilot's licence. The simpliflied text together with an abundance of diagrams will greatly assist the student to become a better and safer helicopter pilot. This is a revised and updated new edition for 2007.A manual for students undertaking their basic helicopter training, covering principles of flight and helicopter handling. Illustrations throughout. Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. He is a CAA Helicopter Examiner and was a member of the UK Panel of Helicopter Examiners from 1976 to 1986. He lives in Manchester, England. Full content visible, double tap to read brief content. Videos Help others learn more about this product by uploading a video. Upload video To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness. Please try again later. LF 5.0 out of 5 stars It is clean and is pretty basic stuff to get you started on getting your pilots license.No excess or unnecessary technical words, but kept to simplicity. For any contemplating a course in obtaining their PPL(H) I would certainly recommend this book, even for revising the course content. Highly recommended book. Please try again.Please try again.Please try again. Please try your request again later. It concentrates on explaining not only how and why the helicopter flies but also on the correct handling techniques needed to master the flying exercises required to obtain a helicopter pilot's licence. This is a revised and updated new edition for 2007.
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Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. He is a CAA Helicopter Examiner and was a member of the UK Panel of Helicopter Examiners from 1976 to 1986. He lives in Manchester, England.Full content visible, double tap to read brief content. Upload Language (EN) Scribd Perks Read for free FAQ and support Sign in Skip carousel Carousel Previous Carousel Next What is Scribd. It concentrates on explaining not only how and why the helicopter flies but also on the correct handling techniques needed to master the flying exercises required to obtain a helicopter pilot's licence. Illustrations throughout. Dragging The angular movement of a rotor blade about an axis vertical to that blade. The dragging hinge is only incorporated in fully articulated rotor systems. The angle between the spanwise length of a rotor blade and its tip- path plane. Axis of rotation An actual or imaginary line about which a body rotates. The angular movement of a rotor blade about its longitudinal axis. Show more Book Preview Helicopter Pilot's Manual Vol 1 - Norman Bailey Index INTRODUCTION The whole process of learning to fly helicopters will be much easier if first you take the time to read about and understand the basic aerodynamic forces that act on a helicopter. Helicopters lack the aerodynamic control feedback and built-in stability of fixed-wing aircraft. Flying them draws on a pilot’s kinaesthetic senses and ability to extrapolate in four dimensions in real time. This is not something that can be learned overnight, but this book should help you progress more quickly through your initial training. Few other books offer this combination of helicopter aerodynamic theory and practical hands-on advice in such an easy-to-read style. The first edition proved very popular and now is used by most helicopter training schools because of its simplified approach to learning to fly helicopters.
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This new edition provides an update on current training rules and exercises while retaining the easily understood style. Good luck with your flight training, and I hope you have many safe and enjoyable hours of helicopter flying. Norman Bailey, DFM 1 THE PRINCIPLES OF HELICOPTER FLIGHT Helicopters and other related rotary-wing aircraft are widely varied in their concept and configuration. This book concerns primarily the single-rotor helicopter, of the type that employs a compensating tail rotor. Although the aerodynamics of the helicopter are based on the same laws that govern the flight of a fixed-wing aircraft, the significance of some considerations is somewhat different. Both autogyros and helicopters have rotating wings (rotor blades), but those of the autogyro are not driven. Instead, they rotate freely in flight under the single influence of the airflow. The helicopter’s rotor blades are engine driven in powered flight, giving it the ability to hover. Before considering the principles of helicopter flight, it is necessary to explain some terms and definitions. The principles of helicopter flight. Aerofoil ( Airfoil in USA ) An aerofoil is any surface designed to produce lift when air passes over it. On a helicopter, the rotor blades are the aerofoils and normally are classed as symmetrical, because the blade’s upper and lower surfaces have the same curvature. Aerofoil section. Chord line This is an imaginary line joining a rotor blade’s leading and trailing edges. The chord line. Axis of rotation An actual or imaginary line about which a body rotates. Plane of rotation This is normal to the axis of rotation and parallel to the rotor tip-path plane. It is at right angles to the axis of rotation. Tip-path plane The path described by the tips of the rotor blades as they rotate. The tip-path plane. The rotor disc The area contained by the tips of the rotor blades. The rotor disc. Pitch angle The angle between the chord line and the plane of rotation.
The pitch angle. Coning angle The angle between the spanwise length of a rotor blade and its tip-path plane. Coning angle. Coning Movement of the rotor blades aligning them along the resultant of centrifugal force and lift. An increase in lift would increase the coning angle; conversely, an increase in rotor rpm would decrease the coning angle. Feathering The angular movement of a rotor blade about its longitudinal axis. Feathering. Flapping The angular movement of a rotor blade about a horizontal axis. In fully articulated rotors, the individual blades are free to flap about their flapping hinge. Flapping. Dragging The angular movement of a rotor blade about an axis vertical to that blade. The dragging hinge is only incorporated in fully articulated rotor systems. Dragging. Angle of attack The angle between the chord line and the relative airflow. Angle of attack. Total rotor thrust The sum of lift of all the rotor blades. Disc loading The ratio of weight to the total main rotor-disc area. Solidity ratio The ratio of the total blade area to the total disc area. THE LIFTING FORCE OF THE ROTOR Lift To understand how lift is created, first we must review the basic principle of pressure differential. This was discovered by a Swiss physicist, Daniel Bernoulli. Simply put, Bernoulli’s Principle states that as the velocity of a fluid (air) increases, its internal pressure decreases. When a relative wind blows across a rotor blade, the air divides, passing over the top of the blade and underneath it. Essentially, the air blowing across the top moves at a greater speed than that passing below, thereby creating a pressure differential, which results in lift. The pressure differential. Lift from a helicopter rotor blade can generally be expressed in the same terms, but because the rotor blade moves independently of the fuselage, the velocity (V2) when hovering in still-air conditions is purely the result of the rotation of the blade (rotor rpm).
Blade Pitch The wing of an aeroplane is fitted to the fuselage at an angle, the datums being the chord line and a line running longitudinally down the fuselage. The angle between the two is known as the angle of incidence. Blade pitch. A rotor blade, when attached to the main rotor head, will also have a basic setting. The datums are the chord line of the rotor blade and the plane in which the rotor blade is free to rotate. This angle between the two datums is the pitch angle. If the rotor blade had a constant value of pitch throughout its length, problems would arise in relation to blade loading, because each section of the blade would have a different rotational velocity and, therefore, a different value of lift. As lift is proportional to V2, if the speed were doubled, the lift would increase fourfold. Blade lift. To avoid this considerable variation of lift, it is necessary to increase lift at the root and decrease it at the tip. This can be achieved by tapering the blade, twisting the blade (washout), or a combination of the two. Even then, lift from the blade will have its greatest value near the tip, but its distribution along the blade will be more uniform. Relative Airflow Consider a column of still air through which a rotor blade is moving horizontally. The effect will be to displace some of the air downward. If a number of rotor blades are travelling along the same path in rapid succession (with a three-bladed rotor system operating at 240 rpm, a blade will be passing a given point every twelfth of a second), the column of still air will become a column of descending air. Induced flow. This column of descending air is known as the induced flow. Therefore, the direction of the air relative to the rotor blade will be the resultant of the blade’s horizontal travel through the air and the induced flow. Relative airflow. Total Reaction This force acting on an aerofoil can be understood more easily if split into two components: lift and drag.
Lift acts at a right angle to the relative airflow, but, as a result, does not provide a force in direct opposition to weight. Therefore, the lifting component of the total reaction must be the part that is acting along the axis of rotation. This component is known as rotor thrust. The other component of total reaction will be in the rotor blade’s plane of rotation and is known as rotor drag. Total reaction. Total Rotor Thrust If the rotor blades are perfectly balanced and each blade is producing the same amount of rotor thrust, the total rotor thrust can be said to be acting through the rotor head at a right angle to the plane of rotation. Total rotor thrust. Coning Angle The effect of rotor thrust will cause the rotor blades to rise until they reach a position where their upward movement is balanced by the outward pull of the centrifugal force generated by the rotation of the blades. Coning angle. At high rotor speeds, the blades produce a great deal of centrifugal force, keeping the coning angle low. When rotor speed is decreased, there is less centrifugal force, so the coning angle will increase. As this centrifugal action through rotor rpm gives a measure of control of the coning angle, provided the rotor speed is kept within the specified limits for a particular helicopter, the coning angle will remain within safe operating limits. There will also be upper limits to the rotor rpm, due to engine and transmission considerations as well as end loading stresses where the blade is attached to the rotor head. HELICOPTER SYSTEMS There are many variations in the design of a modern helicopter. Even though helicopters come in all shapes and sizes, however, they share many of the same major components. Flight Control Systems Main Rotor Systems Main rotor systems are classified according to how the rotor blades move relative to the main rotor hub. The main categories are fully articulated, semirigid and rigid.
Fully articulated Each main rotor blade is free to move up and down (flapping), to move back and forth (dragging), and to twist about the spanwise axis (feathering). This type of system normally has three or more blades. Fully articulated rotor system. There is no vertical drag hinge. Semi-rigid rotor system. Rigid rotor system This system, although mechanically simple, is structurally complex because the operating loads must be absorbed by bending rather than through hinges. The rotor blades cannot flap or drag, but can be feathered. The natural frequency of the rigid rotor is so high that air and ground resonance are less of a problem. What is a problem, though, is that the control loads are high, making stability difficult to achieve. Anti-torque Systems Most single-rotor helicopters require a separate rotor to overcome the effect of torque reaction, i.e. the tendency for the helicopter to turn in the opposite direction to that of the main rotor blades. Torque compensation. This system employs a series of rotating blades shrouded within the vertical tail fin of the helicopter. Because the blades operate inside the ducted area, they are protected from contacting external objects. Fenestron tail rotor. Finally, there is the NOTAR (no tail rotor) system, an alternative to the anti-torque rotor. This design uses low-pressure air forced into the tail cone by an internal fan. The pressurized air is fed through horizontal slots and a controllable rotating nozzle to provide anti-torque and directional control. NOTAR anti-torque system. Twin-rotor helicopters do not require a separate anti-torque rotor because the torque from one rotor is balanced by the torque from the other, thereby cancelling out the turning tendency. Landing Gear Skids The most common type of helicopter undercarriage, skids are suitable for landing on all types of surface. Some are fitted with dampers so that touchdown shocks are not transmitted to the main rotor system.
Skids not fitted with dampers absorb such shocks by allowing the cross-tube to flex. Small wheels fitted to the skids can be lowered to facilitate movement of the helicopter on the ground. Landing skids. Wheels Usually found on large helicopters, wheels may be fitted in a three-or four-wheel configuration. Normally, the nose wheel is free to swivel as the helicopter is taxied on the ground. To reduce drag in flight, some designs allow the wheels to retract. Wheel landing gear. Flotation Many helicopters can be fitted with floatation bags for operations over water. There are two basic types of floatation gear: pontoon floats that replace the skids and are permanently inflated; and pop-out floats that can be inflated in an emergency, either automatically or by the pilot. Pontoon floats. Pop-out floats. Operation of Flight Control Systems A knowledge of the flight control systems is necessary, as by understanding their operation, you will be able to recognize potential problems when conducting your pre-flight inspection. Collective Pitch Control (Lever) Usually operated by the pilot’s left hand, the collective pitch lever controls the lift produced by the rotor. Movement of the lever simultaneously adjusts the pitch of all the blades by the same amount. Collective pitch control system. Cyclic Pitch Control (Stick) Usually operated by the pilot’s right hand the cyclic pitch control changes the pitch angle of the rotor blades in their cyclic rotation. This tilts the main rotor tip-path plane to allow forward, rearward or lateral movement of the helicopter. Cyclic pitch control system. Anti-Torque Control (Pedals) The anti-torque pedals are operated by the pilot’s feet and vary the force produced by the tail rotor to oppose torque reaction. When you apply left pedal, you increase the pitch of the tail rotor blades, which increases the thrust to the right and moves the nose of the helicopter to the left.
Swash Plate Assembly The purpose of the swash plate is to transmit cyclic and collective control movements to the main rotor blades. In its simplest form, it consists of a stationary plate and a rotating plate. The stationary plate is attached to the main rotor mast and, although restricted from rotating, is allowed to tilt in all directions and move vertically. The rotating plate is attached to the stationary plate by a bearing surface and rotates at the same speed as the main rotor blades. It transmits pitch changes through mechanical linkages. Cyclic pitch changes tilt the rotating plate and alter the main rotor blade pitch through the pitch control arms. Collective pitch changes are made by moving the whole swash plate bodily up and down while maintaining the angle of tilt. Swash plate assembly. Trim Many helicopters are equipped with some form of trim arrangement to relieve the pilot from having to hold the controls against any forces in the system. The neutral position of the cyclic stick changes as the helicopter moves off from the hover into forward flight. The control feel in a helicopter is provided mechanically, and you can adjust this mechanical feel in flight by changing the neutral position of the stick using the trim control. Frictions Since the main rotor blades tend to feed back aerodynamic forces to the pilot’s controls, trim springs are used to resist any control motion. Friction controls provide adjustable resistance to control movements. The Power Train On a piston-engined helicopter, the power train usually consists of a clutch, main rotor transmission and drive, a tail rotor transmission and drive, and a freewheel unit to allow the rotors to turn freely in the event of an engine failure. Engine A typical light helicopter is usually powered by an air-cooled piston engine mounted behind the cabin. A fan is employed to assist engine cooling. This can absorb up to 10 per cent of engine power in the hover.
Clutch In an aeroplane, the engine and propeller are permanently engaged, but because of the greater weight of the helicopter’s rotor system in relation to engine power, a piston-engined helicopter is usually started with the rotors disconnected from the engine to relieve the load. Even more important, there must be some way to disconnect the engine from the rotors in case of engine failure, since otherwise the rotor would stop with the engine. Some helicopters use a centrifugal-type clutch, in which contact between the inner and outer parts is made by spring-loaded brake shoes. At low engine speeds, the clutch shoes are held out of contact by springs. As engine speed increases, centrifugal force throws the clutch shoes outward until they contact the clutch drum. Many helicopters utilize a form of belt drive to transmit engine power to the main rotor transmission. Normally, this consists of a lower pulley attached to the engine crankshaft, an upper pulley attached to the input shaft of the main gearbox, an idler pulley and belt(s). Tension on the belt(s) is gradually increased to regulate the rate of rotor engagement. Belt drive. You've reached the end of this preview. Sign up to read more. Rate as 1 out of 5, I didn't like it at all. Rate as 2 out of 5, I didn't like it that much. Rate as 3 out of 5, I thought it was OK. Rate as 4 out of 5, I liked it. Rate as 5 out of 5, I loved it. Rating: 0 out of 5 stars Write a review (optional) Reader reviews Footer menu Back to top About About Scribd Press Our blog Join our team. Please note that your review may be used by ASA for promotional purposes. As a basic introduction to the aircraft and helicopter flight training, it contains detailed coverage of the following: Readers will gain the knowledge to effectively teach pilots how to safely operate a helicopter. This manual is illustrated throughout with detailed, full-color drawings and photographs. Manual R44 Illus.
Parts Catalog R44 Service Bulletins R44 Service Letters R44 Kit Instructions R44 EASA Operational Suitability Data R22 Series R22 POH R22 Maint.RHC technical publications, in whole or in part, are not otherwise permitted to be reproduced, transmitted, or transcribed without written consent of Robinson Helicopter Company. Robinson technical publications, in whole or in part, are not otherwise permitted to be reproduced, transmitted, or transcribed without written consent of Robinson Helicopter Company. Our handpicked range of helicopter pilot training books features titles from industry experts and respected aviation brands, including Pooleys, AFE and ASA, giving you a wide choice of helicopter pilot training books you can have confidence in. Our up to date helicopter training books contain all the information you may need, from comprehensive PPL companions and approved exam guides to aerodynamic textbooks suitable for both undergraduates and trained engineers. For more first-rate pilot training resources, you may also wish to browse our extensive range of aircraft books in our pilot training collection at Flightstore. The Manual has been prepared for the use of student pilots learning to fly, pilots improving their qualifications, and flight instructors in the conduct of instruction for student pilots. It provides information and direction in the introduction and performance of flight training manoeuvres as well as basic information related to flight training courses. A working knowledge of the information contained in this manual will enable the student to receive maximum benefit from the air exercises. This flight will begin to accustom you to the sensation of flying, and to the appearance of the country from the air. However, it is the flight instructor’s prerogative to take a more positive approach to instruction at this time, and may also include some part of Exercise 3: “Effects of Controls”.
The arrangement shown is the most common but you may well find that the helicopter you are flying is slightly different. It may indicate speed in miles per hour or knots. The customary procedure is to set the instrument so that it indicates height above sea level (ASL). When used this way the indication on the altimeter will be that of the elevation of the airport when the helicopter is on the ground. The needle portion of this instrument indicates whether the helicopter is turning, together with the direction and rate of turn. The ball portion of the instrument is fundamentally a reference for coordination of controls. In co-ordinated flight the ball will be centred in its curved glass tube. Instead of a turn and bank indicator the helicopter may be equipped with a turn coordinator, which provides basically the same information with a different display. The compass correction card indicates the corrected heading to steer to allow for compass deviation. Its main asset is that it provides a stable directional reference, and unlike the compass is relatively free from error during turns, acceleration, and deceleration in normal flight manoeuvres. It provides the pilot with an artificial horizon, which together with a miniature aircraft superimposed on its face enables the pilot to determine the aircraft’s attitude relative to the real horizon. This is a pressure sensitive instrument, which indicates the rate at which the helicopter is climbing or descending in feet per minute. This is not a flight instrument, but is a valuable aid to flight safety since its indications can help the pilot assess the possibility of icing conditions. The instrument usually registers outside air temperature (OAT) in both degrees Celsius and Fahrenheit. A separate needle is provided for each. In autorotation the needles are split. A turbine-engined helicopter’s dual tachometer is expressed as a percentage with 100 being the normal operating speed. (Fig 1-2).
This instrument is calibrated in inches of mercury and indicates the pressure in the intake manifold of the engine. Stated more simply, it indicates the amount of work the engine is doing; the higher the manifold pressure (MP) the more work the engine is doing, and vice versa. This instrument will only be found on piston-engined helicopters. All of these gauges indicate the temperatures and pressures (T’s and P’s) of the engine at any given time. There is a common method of marking the instruments with colour coding, but you should memorize the limitations for the helicopter you are flying. Refer to the helicopter flight manual for the limitations during any phase of engine operation. The instructor will emphasise that only small, smooth movements are required to control the helicopter, and will briefly discuss procedures to be followed in future flight training exercises. Resist this temptation as strongly as possible and attempt to become “one with the helicopter”. The function of the airspeed indicator and the altimeter will be explained, and periodically you may be asked to report the altitude and airspeed of the helicopter. The function of other instruments may also be explained. The person flying the helicopter will ensure that the other is on the controls before saying “You have control”; the person assuming control will then respond “I have control” and fly the helicopter. Do not hesitate to ask questions. The instructor’s voice must be completely audible and clearly understandable; if it is not, tell him so. Proper pre-flight preparation plays a fundamental part in flight safety, and will reduce the possibility of accidents, or incidents. This will include the checking of weather reports and forecasts to extract information appropriate to the intended flight and the destination. Selecting the route, the checking of NOTAMs, preparing a flight log, and the filing of a Transport Canada Flight Plan or Flight Itinerary are also components of flight planning.
Check that the nationality and registration marks are the same as the aircraft, and the name and address of the owner are properly inscribed. Check that the nationality and registration marks are the same as the aircraft, and it is in force. Airworthiness is determined by checking that required maintenance has been completed. Check that it is the correct one and that the appropriate airworthiness entries and certifications have been made. Your instructor will explain under what circumstances this can be left at base. Each period between a takeoff and a landing is generally considered a flight requiring a separate log entry. Improper balance of a helicopter’s load can result in serious control problems. The centre of gravity has quite a limited range of movement. The range of movement of the cyclic control system sets this limit (Fig 2-2). With a tail-low attitude, you need even greater forward displacement of the cyclic while hovering into the wind. If the helicopter exceeds aft CG limits, hovering is not possible. Takeoff and landing in the strong headwind conditions may be critical, because you need greater forward cyclic to hover as well as levelling off after a flare on an autorotation approach. With a nose-low attitude, you need excessive rearward displacement of the cyclic control to maintain a hover in a no-wind condition. You should not continue flight in this condition, since you could rapidly run out of rearward cyclic control as you consume fuel. In the event of engine failure and the resulting autorotation, you may not have enough cyclic control to flare properly for the landing. This is more noticeable if litters are being used.The pre-flight external inspection determines, from the pilot’s point of view, that the aircraft is serviceable and that it has sufficient fuel and oil for the intended flight. Your pre-flight inspection should follow a set pattern and sequence.
In this way, no items will be forgotten and your sequence will be similar no matter what type of helicopter you fly in the future. Most manufacturers recommend that you begin at the nose, on the right hand side to finish at the point you started. (Fig 2-3). Having completed the external inspection in this fashion you are ready to enter the cockpit. A recommended method of conducting this inspection is found in most helicopter flight manuals. It is discourteous and may be hazardous to start a helicopter close to buildings or vehicles, as damage may be caused by the rotor downwash as the helicopter lifts into a hover. Light aircraft parked nearby may suffer substantial damage to their control surfaces. If during this inspection you discover an un-serviceability, or have any doubts about the helicopter’s airworthiness, then it should not be flown. All schools have a system of reporting defects. It could well be just to inform your own instructor, but do not be afraid to express your doubts to an engineer. Completion of these checks using the checklist is very important, and should be conducted in accordance with the recommended procedures contained in the helicopter flight manual. This pre-flight check will ensure that components are not damaged through incorrect starting procedures. Using the appropriate checklist, all further checks, such as starting, warm-up and run-up, if applicable, should likewise be performed in accordance with the manufacturer’s recommendations. Your instructor will demonstrate the correct starting and shutdown procedures during this exercise. As your course progresses you will learn to perform these procedures on your own, using the checklists that should be provided by your school. The skills learned in this exercise form the basis for all future helicopter air exercises. For safety in flight, keep alert for other aircraft. Look out continually.