CH.I.F.R8
Risk managementSituations that lead to loss of tail rotor/antitorque effectiveness (LTE).
From the FAA library
- Chapter 11: Helicopter Emergencies and Hazards › System Malfunctions › Loss of Tail Rotor Effectiveness (LTE)
should also be applied to understanding aerodynamic conditions. If flight envelopes are exceeded, the end results can be catastrophic. LTE is an aerodynamic condition and is the result of a control margin deficiency in the tail rotor. It can affect ... single-rotor helicopters that utilize a tail rotor. The design of main and tail rotor blades and the tail boom assembly can affect the characteristics and susceptibility of LTE but will not nullify the phenomenon entirely. Translational lift is obtained…
- Chapter 11: Helicopter Emergencies and Hazards › Low Rotor RPM and Rotor Stall
Other causes of a power-on low rotor rpm condition include the pilot rolling the throttle the wrong way in helicopters not equipped with a governor or a governor failure in helicopters so equipped. As the rpm decreases, the amount ... horsepower the engine can produce also decreases. Engine horsepower is directly proportional to its rpm, so a 10 percent loss in rpm due to overpitching, or one of the other scenarios above, will result in a 10 percent loss…
- Chapter 3: Helicopter Flight Controls › Antitorque Pedals
This results in maximum downward deflection of the rotor blade in front of the helicopter and maximum upward deflection behind it, causing the rotor disk to tilt forward. Figure 3-4. The cyclic pitch control may be mounted vertically between ... from a single cyclic located in the center of the helicopter. The cyclic can pivot in all directions. Antitorque Pedals The antitorque pedals, located on the cabin floor by the pilot’s feet, control the pitch and therefore the thrust…
- Chapter 7: Helicopter Performance › Factors Affecting Performance › Winds
velocity also affect hovering, takeoff, and climb performance. Translational lift occurs any time there is relative airflow over the rotor disk. This occurs whether the relative airflow is caused by helicopter movement or by the wind. Assuming a headwind ... they contribute to the greatest increase in performance. Strong crosswinds and tailwinds may require the use of more tail rotor thrust to maintain directional control. This increased tail rotor thrust absorbs power from the engine, which means there is less…
- Appendix A: Emergency Procedures › Loss of Situational Awareness (SA)
Loss of Situational Awareness (SA) SA is an overall assessment of environmental elements and how they affect flight. SA permits the pilot to make decisions ahead of time and allows evaluation of several different options. Conversely, a pilot ... higher level of SA. Factors reducing SA include distractions, unusual or unexpected events, complacency, high workload, unfamiliar situations, and inoperative equipment. In some situations, a loss of SA may be beyond a pilot’s control. With an electrical system failure…
- Chapter 11: Emergency Operations › Situational Awareness
group of nearest airports has been selected. During a typical IFR flight, a pilot operates at varying levels of situational awareness. For example, a pilot may be cruising to his or her destination with a high level of situational awareness ... standard terminal arrival route (STAR). Since the pilot was not expecting the STAR and is not familiar with it, situational awareness is lowered. However, after becoming familiar with the STAR and resuming normal navigation, the pilot returns to a higher…