tbc
1st Dec 2004, 11:10
Section 5 (Performance Data) of a typical (lets use the EC 135) RFM gives data on the Critical Height-Velocity envelope. It allows calculation of an 'avoid' area which is critical for helicopter operation in the event of a single engine failure during take-off, landing or other operations near the ground.
The area is a combination of height (agl) and IAS as a function of gross mass, PA and OAT.
As an ex Single Engine QHI of some experience I can cope with this as well as getting my 'bloggs' to grasp it too, in the knowledge that if the engine fails within the avoid curve the likelyhood is that I/he/she will crash due to a lack of height (time) or speed to do something with an autorotation.
Can someone advise the applicability of such an avoid curve in a ME Helicopter that is operating to CAT A - Class 1 performance standards?
Am I close is suggesting that this data is provided for either:
Non-Class A operations - such as the military where they load and lift so to speak where losing one engine in this regime could hurt, despite the other one doing the business as best it can, (not a convincing argument but you never know!!)
or
Is to advise a pilot who ends up OEI that he should avoid or at least minimise exposure time on landing (methinks) as he reverts back to the understandable use of the Avoid Curve for SE helicopters.
Any thoughts/advise/guidance etc.??
The area is a combination of height (agl) and IAS as a function of gross mass, PA and OAT.
As an ex Single Engine QHI of some experience I can cope with this as well as getting my 'bloggs' to grasp it too, in the knowledge that if the engine fails within the avoid curve the likelyhood is that I/he/she will crash due to a lack of height (time) or speed to do something with an autorotation.
Can someone advise the applicability of such an avoid curve in a ME Helicopter that is operating to CAT A - Class 1 performance standards?
Am I close is suggesting that this data is provided for either:
Non-Class A operations - such as the military where they load and lift so to speak where losing one engine in this regime could hurt, despite the other one doing the business as best it can, (not a convincing argument but you never know!!)
or
Is to advise a pilot who ends up OEI that he should avoid or at least minimise exposure time on landing (methinks) as he reverts back to the understandable use of the Avoid Curve for SE helicopters.
Any thoughts/advise/guidance etc.??