![]() Is a bit scary for me, I don’t know if a want to take advice from a helicopter pilot that has NO FEEL for helicopters. it is all symptoms that you feel!!! So, your statement: “ JimEli, the condition Krobar is describing as in stiffness of controls, is actually feedback from the hydraulic system that you can feel! So is the onset of Vortex, experiencing translational lift, approaching VNE, etc. Krobar, the correct term for the situation you are describing is: “servo control reversibility.” The hydraulic system is there to assist the pilot to overcome heavy controls when there is a lot of “load” on the rotor system, therefore you should not get it under low G or even negative G conditions unless the hydraulic reservoir is low on fluid, but that is an entirely different matter. There is a huge difference between the theory and the practicability side of things! Scissorlink, your suggestion is true in theory, but obviously you haven’t done a lot of survey flying because if you had, you would know that to follow your suggestion all the time is not possible. Not sure what the corresponding icao reg stated back then. (b) Any lesser positive limit maneuvering load factor not less than 2.0, and lesser negative limit maneuvering load factor not less than 0.5, whose probability of being exceeded is shown by analysis and flight test to be extremely remote." (a) A positive limit maneuvering load factor of 3.5 and a negative limit maneuvering load factor of 1.0 or ![]() I believe the AS-350B2 TC is based upon the original type certificate, so a little digging uncovers the (US) FAR at the time. Approximate values for the lower load factor limit for a helicopter is somewhere between -1 and +0.5.įurther minimum load factor limits can arise from aircraft systems (i.e., oil system, fuel system, gps mounts, etc.) which are not designed for negative load factor. To avoid loss of control the Nz envelope is established at some margin above the value where loss of control would occur. At zero G, the pilot of the teetering-rotor helicopter has no cyclic control effectiveness, while loss of cyclic control effectiveness occurs at some negative G value for helicopters with flapping-hinge offset. The primary reason for this is that control is directly related to the load factor. The minimum load factor boundary of the maneuver envelope for a helicopter is more restrictive than that of the fixed wing aircraft. …I felt that I am well in the machines flying capabilities.įlying by feel? Isn't that how a blind man reads?
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |