Height / velocity curves
Joined: Feb 2003
Posts: 290
Likes: 7
From: Somerset
predetermined criteria
The pass/fail criteria for a landing will be defined before flight, normally to respect a limit such as minimum rotor speed or maximum landing velocity. Pilot skill is generally a second order issue
Any technique must be capable of being flown without exceptional piloting skill (ie an average pilot must be capable of carrying out the procedure) so if a qualified TP thinks it is difficult to fly repeatedly then it's a 'fail'.
DM
Any technique must be capable of being flown without exceptional piloting skill (ie an average pilot must be capable of carrying out the procedure) so if a qualified TP thinks it is difficult to fly repeatedly then it's a 'fail'.
DM
Joined: Jun 2002
Aviation Qualifications: PPL
Posts: 5,103
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From: east ESSEX
No ; that will depend on pilot skill ;any pilot having an engine/transmission failure within the H/V envelope will/should attempt to land with minimum vertical velocity and as little fwd/sideways/yaw velocity as possible,and to that end will use all the stored rotor energy available.(in the same way anyone in a fixed-wing a/c should endeavour to dissipate the energy during a forced landing..ie if you are going to crash ,do it under control).
Joined: Feb 2003
Posts: 290
Likes: 7
From: Somerset
as above
The landing velocity after engine failure will be limited by the U/C design criteria, an aircraft designed for shipborne operations will be allowed to land with a higher velocity than a pure civil type. Wheels or skids are another factor.
Minimum rotor speed may be determined by considerations such a head stresses, controllability, tail rotor authority or electrical generator rotational limits and will vary aircraft to aircraft
Remember that HV curves also apply to flyaways so a succesful landing may be after a flyaway and circuit.
Minimum rotor speed may be determined by considerations such a head stresses, controllability, tail rotor authority or electrical generator rotational limits and will vary aircraft to aircraft
Remember that HV curves also apply to flyaways so a succesful landing may be after a flyaway and circuit.
Joined: Aug 2003
Posts: 3,833
Likes: 2
From: Sale, Australia
How is the pilots judgement regarding the ability to make a safe landing validated
Thread Starter
Joined: Jan 2012
Aviation Qualifications: Spotter
Posts: 1,174
Likes: 57
From: UK
Dug this out of a book titled "Helicopter test and evaluation":-
Avoid area testing
The final stage of a power-o
ff assessment programme is to define the avoid curve, avoid
area or height/velocity diagram. An example of the type of presentation commonly
seen in aircrew manuals is shown in Fig. 7.13. An avoid area diagram shows the
operational pilot the combinations of airspeed and height above the surface from
which a total loss of power is unlikely to be survivable. Armed with this information
the pilot can plan the aircraft’s flight path to minimize the time spent at risk inside
the area. A number of assumptions are normally made in the construction of height/
velocity diagrams:
Ω
The aircraft is in level flight or the hover at the moment of power loss.
Ω
There is a total intervention delay time of 2 seconds.
Ω
There is no wind and the surface is suitable for a landing.
Avoid area testing
The final stage of a power-o
ff assessment programme is to define the avoid curve, avoid
area or height/velocity diagram. An example of the type of presentation commonly
seen in aircrew manuals is shown in Fig. 7.13. An avoid area diagram shows the
operational pilot the combinations of airspeed and height above the surface from
which a total loss of power is unlikely to be survivable. Armed with this information
the pilot can plan the aircraft’s flight path to minimize the time spent at risk inside
the area. A number of assumptions are normally made in the construction of height/
velocity diagrams:
Ω
The aircraft is in level flight or the hover at the moment of power loss.
Ω
There is a total intervention delay time of 2 seconds.
Ω
There is no wind and the surface is suitable for a landing.
Thread Starter
Joined: Jan 2012
Aviation Qualifications: Spotter
Posts: 1,174
Likes: 57
From: UK
The difference is odd because it suggests that a mil pilot is slower to react than someone who may fly only a few hours per year..
How did that come about?
How did that come about?
Joined: Dec 2001
Posts: 1,835
Likes: 3
From: Philadelphia PA
The civil logic is actually quite reasonable - one could argue that the time to react should be longer, but if you're properly trained, and in the right frame of mind, one second is almost long enough. (The reason for saying it's almost long enough is that everyone I know, and me as well, who's had an engine failure has been surprised, and would have like more time to react).
But the main point about the civil logic is that you have to have your right hand on the cyclic pretty much all the time, and feet on the pedals pretty much all the time, and that you'd probably react to uncommanded changes in those axis within one second. Collective? Not so much - you might have your hand off the collective when the engine failure happens, so you have 1 second to react to get it down.
Hope that helps...
But the main point about the civil logic is that you have to have your right hand on the cyclic pretty much all the time, and feet on the pedals pretty much all the time, and that you'd probably react to uncommanded changes in those axis within one second. Collective? Not so much - you might have your hand off the collective when the engine failure happens, so you have 1 second to react to get it down.
Hope that helps...
