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旋翼飞行器 - 课程 3
旋翼执行计划 课程 3
课程 3- 资料
• Show the map for the training and explain it to them, including that 2 small 6 means 2600 feet.
• Radio communications at the precise locations.
• Landing at La Puerta helipads.
• Take off and return to Sandy Shores.
• Off-airport landing and landing in confined spaces
• Dangers
• Show the map for the training and explain it to them, including the written heights on the map, even that 2 with a small 6 behind it, which means 2600 feet.
• Begin with a take-off and proceed to follow the red route as shown on the map and maintain an altitude of about 2000 feet throughout the flight to La Puerta, make sure that they call in over the radio upon reaching the radio call location that's shown on the map in order to call in the transition into LS airspace. Land at La Puerta.
• Example for radio call:
Sandy Shores traffic. CALL_SIGN over Tongva Mountains/Reservoir/County Jail, 2000 feet, entering LS airspace, descending to 500 feet for La Puerta approach.
• Time to take off, do it and climb up to 2000 feet and proceed to follow the green route as shown on the map, upon reaching the radio call marker on the map make sure that your student calls in over the radio the transition from one airspace to another.
• Example for radio call:
LS traffic. CALL_SIGN over Chumash, 1500 feet, entering Sandy Shores airspace, descending to 500 feet for Sandy approach.
Landing away from airports/helipads - Landing in confined spaces
[b• In this lesson we are focusing on landing away from airports in areas where no helipads are present, as well as places with limited space.
• As part of this lesson, you must discuss the dangers of dynamic rollover and settling with power.[/b]
A landing zone has to be free of:
•Oncoming traffic.*
• Any civilians who are not involved in the rescue operation.
• Fire or fire-related smoke.
• Large rocks, holes, and large openings, etc;
• Power lines and other standing objects within an area of 30 x 30 meters (100 x 100 feet).
A landing zone is preferred to be marked with flares that indicate a collision-free zone for the aircraft where nothing presents a danger of striking the aircraft, or nothing may prove to be an obstacle.
• Dynamic rollover:
You have a series of conditions that combine to make a dangerous situation. 3 key elements make up this hazardous condition. They are: A pivot point, a rolling moment, and weight equal to thrust at some time during the maneuver. What actually happens is that the helicopter, which is still on the ground, will start to roll over on its side using one skid, or wheel, as the pivot point.
Once the aircraft starts to roll, a downward collective movement is the only thing that will stop the forces in action from flipping the aircraft on its side. By reducing the collective, the thrust-to-weight ratio decreases, which allows the aircraft to settle back down in a level attitude. If this is done on sideward sloping terrain, a collective reduction performed too quickly can cause the aircraft to roll over on the other side, down the slope. Care must be exercised when performing slope landings, but dynamic rollover can occur on the flattest of surfaces if the pilot becomes complacent.
• Settling with power
Settling with power can be a dangerous condition that any pilot may face, and if he or she is not on their toes, it may cause a serious uncontrollable situation. Settling with power is basically when the helicopter settles into the rotor wash produced by its own main rotor system. It requires 3 key elements to occur, and these conditions should be avoided in combination with one another.
These are: A near-zero airspeed, up to 100% power applied, and a better than 300-foot-per-minute rate of descent. Once you have all of these situations in occurrence, the aircraft will settle in its own downwash from the rotor system. The only way to recover is to gain forward airspeed and allow the rotor system to fly into "Clean air". Once the rotor system is clear of the rotor wash, it will become efficient again, and then settling with power conditions will cease to exist.
This can become a real problem at an out-of-ground effect hover (Above 100 feet from the ground) and during landings.
• Prior to landing survey the landing area first, orbit around the landing location to recognize the area, and then perform a landing. Make sure to be always aware of the location of the tail rotor and make sure to always keep it far from pedestrian movement.
• Paleto Cove and Catfish Island are two good locations to perform such landings, photos are attached below:
• Off-airport landing:
• Areas good for performing the confined space areas landings are the following:
You have successfully completed lesson three, Congratulations![center]
[align=center][img]TBA[/img][/align]
[size=200][b]旋翼飞行器 - 课程 3[/b][/size]
[size=180]旋翼执行计划 课程 3[/size][/center]
[size=150][b]课程 3- 资料[/b][/size]
[hr][/hr]
[size=120]
[b]• Show the map for the training and explain it to them, including that 2 small 6 means 2600 feet.
• Radio communications at the precise locations.
• Landing at La Puerta helipads.
• Take off and return to Sandy Shores.
• Off-airport landing and landing in confined spaces
• Dangers[/b]
• Show the map for the training and explain it to them, including the written heights on the map, even that 2 with a small 6 behind it, which means 2600 feet.
• Begin with a take-off and proceed to follow the red route as shown on the map and maintain an altitude of about 2000 feet throughout the flight to La Puerta, make sure that they call in over the radio upon reaching the radio call location that's shown on the map in order to call in the transition into LS airspace. Land at La Puerta.
• Example for radio call:
[quote]Sandy Shores traffic. CALL_SIGN over Tongva Mountains/Reservoir/County Jail, 2000 feet, entering LS airspace, descending to 500 feet for La Puerta approach.[/quote]
• Time to take off, do it and climb up to 2000 feet and proceed to follow the green route as shown on the map, upon reaching the radio call marker on the map make sure that your student calls in over the radio the transition from one airspace to another.
• Example for radio call:
[quote]LS traffic. CALL_SIGN over Chumash, 1500 feet, entering Sandy Shores airspace, descending to 500 feet for Sandy approach.[/quote]
[/size]
[size=150][b]Landing away from airports/helipads - Landing in confined spaces[/b][/size]
[hr][/hr]
[size=120]
[b• In this lesson we are focusing on landing away from airports in areas where no helipads are present, as well as places with limited space.
• As part of this lesson, you must discuss the dangers of dynamic rollover and settling with power.[/b]
[b]A landing zone has to be free of:[/b]
[i]•Oncoming traffic.*
• Any civilians who are not involved in the rescue operation.
• Fire or fire-related smoke.
• Large rocks, holes, and large openings, etc;
• Power lines and other standing objects within an area of 30 x 30 meters (100 x 100 feet).[/i]
[b]A landing zone is preferred to be marked with flares that indicate a collision-free zone for the aircraft where nothing presents a danger of striking the aircraft, or nothing may prove to be an obstacle.[/b]
• [b]Dynamic rollover:[/b]
[i]You have a series of conditions that combine to make a dangerous situation. 3 key elements make up this hazardous condition. They are: A pivot point, a rolling moment, and weight equal to thrust at some time during the maneuver. What actually happens is that the helicopter, which is still on the ground, will start to roll over on its side using one skid, or wheel, as the pivot point.
Once the aircraft starts to roll, a downward collective movement is the only thing that will stop the forces in action from flipping the aircraft on its side. By reducing the collective, the thrust-to-weight ratio decreases, which allows the aircraft to settle back down in a level attitude. If this is done on sideward sloping terrain, a collective reduction performed too quickly can cause the aircraft to roll over on the other side, down the slope. Care must be exercised when performing slope landings, but dynamic rollover can occur on the flattest of surfaces if the pilot becomes complacent.[/i]
• [b]Settling with power[/b]
[I]Settling with power can be a dangerous condition that any pilot may face, and if he or she is not on their toes, it may cause a serious uncontrollable situation. Settling with power is basically when the helicopter settles into the rotor wash produced by its own main rotor system. It requires 3 key elements to occur, and these conditions should be avoided in combination with one another.
These are: A near-zero airspeed, up to 100% power applied, and a better than 300-foot-per-minute rate of descent. Once you have all of these situations in occurrence, the aircraft will settle in its own downwash from the rotor system. The only way to recover is to gain forward airspeed and allow the rotor system to fly into "Clean air". Once the rotor system is clear of the rotor wash, it will become efficient again, and then settling with power conditions will cease to exist.
This can become a real problem at an out-of-ground effect hover (Above 100 feet from the ground) and during landings.[/i]
• Prior to landing survey the landing area first, orbit around the landing location to recognize the area, and then perform a landing. Make sure to be always aware of the location of the tail rotor and make sure to always keep it far from pedestrian movement.
• Paleto Cove and Catfish Island are two good locations to perform such landings, photos are attached below:
• Off-airport landing:
[img]https://i.imgur.com/EhdBPNv.png[/img]
• Areas good for performing the confined space areas landings are the following:
[img]https://i.imgur.com/hdxmAWw.png[/img]
[img]https://i.imgur.com/qSIQWH7.png[/img]
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[b][size=150] You have successfully completed lesson three, Congratulations![/size][/b]
