FH.XI.I.K1a

From the FAA library

• Helicopter Flying Handbookp. 11-14
  Chapter 11: Helicopter Emergencies and Hazards › Low-G Conditions and Mast Bumping

  However, helicopters with two-bladed teetering rotors rely entirely on the tilt of the thrust vector for control. Therefore, low-G conditions can be catastrophic for two-bladed helicopters. At lower speeds, such as initiation of a takeoff from hover ... traditional recovery from vortex ring state, forward cyclic maneuvers do not cause low G and are safe to perform. However, an abrupt forward cyclic input or pushover in a two-bladed helicopter can be dangerous and must be avoided, particularly…

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors and Flight Maneuvers

  Spins Load Factors and Flight Maneuvers Critical load factors apply to all flight maneuvers except unaccelerated straight flight where a load factor of 1 G is always present. Certain maneuvers considered in this section are known to involve relatively high ... load factors. Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed. Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g., large sideslip…

• Pilot's Handbook of Aeronautical Knowledgep. 5-32
  Chapter 5: Aerodynamics of Flight › Load Factors

  continues getting smaller until it reaches the value of zero when the propeller shaft is exactly horizontal in relation to the moving air. The effects of each of these four elements of torque vary in value with changes in flight ... propeller combinations, as well as other design features. To maintain positive control of the aircraft in all flight conditions, the pilot must apply the flight controls as necessary to compensate for these varying values. Figure 5-51. Asymmetrical loading…

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Stalls

  normal stall entered from straight-and-level flight, or an unaccelerated straight climb, does not produce added load factors beyond the 1 G of straight-and-level flight. As the stall occurs, however, this load factor may be reduced toward ... zero, the factor at which nothing seems to have weight. The pilot experiences a sensation of “floating free in space.” If recovery is effected by snapping the elevator control forward, negative load factors (or those that impose a down load…

• Airplane Flying Handbookp. G-1
  Glossary › Numbers and Symbols

  Aerodynamic ceiling. The point (altitude) at which, as the indicated airspeed decreases with altitude, it progressively merges with the low speed buffet boundary where pre-stall buffet occurs for the airplane at a load factor of 1.0 G. Aerodynamics ... object, and with the motion of air on other gases. Aerodynamics deals with the production of lift by the aircraft, the relative wind, and the atmosphere. Ailerons. Primary flight control surfaces mounted on the trailing edge of an airplane wing…

• FAA Aeronautical Chart Users' Guidep. 82
  IFR ENROUTE LOW / HIGH ALTITUDE SYMBOLS (U.S., PACIFIC AND ALASKA CHARTS) › AIRSPACE INFORMATION

  NAVAID or Fix Note: Not shown on joint Victor/RNAV or Jet/RNAV Routes. VHF/UHF LF/MF MINIMUM ENROUTE ALTITUDE (MEA) RNAV LOW CHARTS LOW CHARTS All Altitudes Are MSL Unless Otherwise Noted. LOW CHARTS Directional MEAs HIGH CHARTS HIGH CHARTS HIGH CHARTS ... shown on IFR High Altitude Charts when MEA is other than 18,000’. aircraft MEA for DME/DME/IRU RNAV aircraft LOW CHARTS MINIMUM ENROUTE ALTITUDE (MEA) GAP N/A MEA is established when there is a gap in navigation signal coverage. HIGH…