PH.VI.B.S10

From the FAA library

• Helicopter Flying Handbookp. 8-3
  Chapter 8: Ground Procedures and Flight Preparations › Engine Start and Rotor Engagement › Rotor Safety Considerations

  Therefore, when hovering backward or turning in those helicopters, allow plenty of room for tail rotor clearance. It is a good practice to glance over your shoulder to maintain this clearance Another rotor safety consideration is the thrust a helicopter ... high velocities for a significant distance causing injury to nearby people and damage to buildings, automobiles, and other aircraft. Loose snow, sand, or soil can severely reduce visibility and obscure outside visual references. There is also the possibility of sand…

• Helicopter Flying Handbookp. 11-7
  Chapter 11: Helicopter Emergencies and Hazards › Autorotation › Technique (How to Practice)

  depending upon the helicopter being used, begin to level the helicopter with forward cyclic control. Avoid excessive nose-high, tail-low attitude below 10 feet. Just prior to achieving level attitude, with the nose still slightly up, coordinate upward collective ... pitch control with an increase in the throttle to join the needles at operating rpm. The throttle and collective pitch must be coordinated properly. If the throttle is increased too fast or too much, an engine overspeed can occur…

• Pilot's Handbook of Aeronautical Knowledgep. 7-7
  Chapter 7: Aircraft Systems › Propeller Overspeed in Piston Engine Aircraft

  Propeller Overspeed in Piston Engine Aircraft On March 17, 2010, the Federal Aviation Administration (FAA) issued Special Airworthiness Information Bulletin (SAIB) CE-10-21. The subject was Propellers/Propulsers; Propeller Overspeed in Piston Engine Aircraft to alert operators, pilots, and aircraft ... manufacturers of concerns for an optimum response to a propeller overspeed in piston engine aircraft with variable pitch propellers. Although a SAIB is not regulatory in nature, the FAA recommends that the information be read and taken into consideration…

• Helicopter Flying Handbookp. 11-18
  Chapter 11: Helicopter Emergencies and Hazards › System Malfunctions › Loss of Tail Rotor Effectiveness (LTE)

  catastrophic. LTE is an aerodynamic condition and is the result of a control margin deficiency in the tail rotor. It can affect all single-rotor helicopters that utilize a tail rotor. The design of main and tail rotor blades ... tail boom assembly can affect the characteristics and susceptibility of LTE but will not nullify the phenomenon entirely. Translational lift is obtained by any amount of clean air through the main rotor disk. Chapter 2, Aerodynamics of Flight, discusses translational…

• Helicopter Flying Handbookp. 11-5
  Chapter 11: Helicopter Emergencies and Hazards › Autorotation › Common Errors

  lowering the collective slightly during the ground run, an increase in weight is placed on the landing carriage, slowing the helicopter; however, this is dependent on the condition of the landing surface. One common error is the holding ... helicopter off the surface, versus cushioning it onto the surface during an autorotation. Holding the helicopter in the air by using all of the rotor rpm kinetic energy usually causes the helicopter to have a hard landing, which results…

• Helicopter Flying Handbookp. 3-4
  Chapter 3: Helicopter Flight Controls › Antitorque Pedals › Heading Control

  Heading Control The tail rotor is used to control the heading of the helicopter while hovering or when making hovering turns, as well as counteracting the torque of the main rotor. Hovering turns are commonly referred to as “pedal turns ... cyclic control is used to change heading by making a turn to the desired direction. The thrust of the tail rotor depends on the pitch angle of the tail rotor blades. This pitch angle can be positive, negative, or zero…