直升機(jī)教員手冊(cè) Helicopter Instructor’s Handbook
時(shí)間：2014-11-10 08:35來(lái)源：FAA 作者：直升機(jī)翻譯 點(diǎn)擊：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. To help reduce the onset of LTE, make sure the student understands the limitations of the training helicopter and those circumstances under which LTE is most likely to occur. Additionally, discuss recovery procedures (forward flight into the wind is best, but it must be in an obstacle-free direction, not downwind) and the effects of altitude and terrain on the recovery procedure. Main Drive Shaft Failure Failure of the main drive shaft causes an immediate increase in engine rpm and a decrease in rotor rpm. Explain to the student that an autorotation is necessary to maintain rotor rpm. Engine rpm should be kept within normal limits to provide power to the tail rotor for directional control if necessary for that helicopter. If the drive system is like that of a Robinson-44, then the engine should be shutdown to minimize damage and heat sources. If the main drive shaft of a BH 206 failed, then the engine would be necessary to power the tail rotor for landing from an autorotation. Until the drive shaft separates from a turning drive, it generates a lot of noise and can cause much damage to structures. The pilot may be told to ignore the noise, autorotate with the rotor tachometer in the green range, and execute an autorotative landing. Once safely on the ground, perform an emergency engine shutdown and kill all electrical circuits in accordance with the RFM. Hydraulic Failure Explain to the student that the effect of hydraulic failure on the control system in a helicopter depends on the model. Since the hydraulic system is used to overcome high control forces, point out to the student that the first sign of a hydraulic failure is generally a need for more force to control helicopter movement. In those helicopters in which control forces are so high they cannot be moved without hydraulic assistance, two or more independent hydraulic systems may be installed. Have the student consult the RFM for the helicopter being flown and then discuss the corrective actions required. Instructors must be most diligent when conducting hydraulic failure training. Some accidents have occurred due to instructors improperly or erroneously following procedures. Discuss with the student the events that will occur before practicing any emergency training. Always have complete understanding, as a crew, of what steps are taken and in what sequence. In helicopters equipped with dual hydraulic systems, the instructor should ensure the student understands the purpose of the backup system, which is to get the helicopter on the surface and not continue the flight. The student should be taught the common parts of the systems, such as a common reservoir or drive pad, and how one failure can lead to failure of the other system. The student must realize there is complete lack of control if the remaining system fails. Governor Failure Many training helicopters and all turbine-powered helicopters are equipped with engine governors. It is valuable training for the student to learn how to manually control the throttle in the event of a governor failure. In some helicopters, the governor can be safely turned off for training purposes. Consult the RFM for correct procedures and techniques. Multiengine Operations With One Engine Inoperative Helicopters with two engines are rarely found in the training fleet; however, instructors may transition helicopter pilots into these more advanced aircraft. The advantages of having two engines are obvious, not only in the redundancy of the engines but also in the power available when both are operating. Students should understand that, in the event of an engine failure, there is still one engine operating and the helicopter is still capable of flight although performance is diminished. The RFM outlines single-engine operations and capabilities for multiengine helicopters. While unlikely, dual engine failure is possible and has occurred. Circumstances such as, icing, fuel system problems, contamination, or drive train failure are just a few examples that may lead to loss of powered flight in multiengine helicopters. When conducting multiengine transitions, training one engine inoperative emergency flight consumes the bulk of training hours. However, ensure adequate time is allocated to loss of powered flight in dual engine aircraft. Emergency Equipment and Survival Gear Ensure the student is familiar with the location and operation of all emergency equipment and survival gear installed or carried in the helicopter. Figure shows an example of a typical survival gear and emergency equipment list for a wooded or densely forested location. Students should also be shown sample lists of survival gear for all weather extremes, such as Alaska and Arizona requirements. In a survival situation you can never have too much equipment. Students should receive instruction on and be familiar with the function of emergency releases of all doors, hatches, and windows, as well as operation of all items contained in the list. Discuss emergency egress and basic survival requirements for the locale and time of year. While the intent of this chapter is to discuss instructional points for emergency procedures, it cannot begin to address all emergency equipment and survival gear required for the many different geographical locations and aircraft-specific procedures that instructors may be faced with while conducting training. Therefore, it is important that instructors discuss emergency equipment and survival gear unique to the geographical location and installed on the training helicopter being flown. Also, discuss the requirements of Title 14 of the Code of Federal Regulations (14 CFR) that apply to the equipment carried on board for the type and area of operation. For instance, 14 CFR part 91, section 91.205(b)(12), states, “For VFR flight during the day, the following instruments and equipment are required: If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and, unless the aircraft is operating under part 121 of this subchapter, at least one pyrotechnic signaling device. As used in this section, ‘shore’ means that area of the land adjacent to the water which is above the high water mark and excludes land areas which are intermittently under water.” |
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