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Back to: "N"normal climb
- Fonte1
- FEDERAL AVIATION ADMINISTRATION. Rotorcraft flying handbook (FAA-H-8083-21). Washington, DC: FAA, 2000. Disponível em: http://www.faa.gov/library/manuals/aircraft/media/faa-h-8083 -21.pdf. Acesso em: 10 fev. 2012.
- Fonte2
- FEDERAL AVIATION ADMINISTRATION. Helicopter flying handbook (FAA-H8083-21A). Washington, DC: FAA, 2012.
- Fonte3
- INTERNATIONAL CIVIL AVIATION ORGANIZATION. Circular 259: aircraft accident digest n.34 1987. Montreal, 1996. (Cir. 259-AN/153)
- Contexto
- NORMAL TAKEOFF FROM THE SURFACE Normal takeoff from the surface is used to move the helicopter from a position on the surface into effective translational lift and a normal climb using a minimum amount of power. If the surface is dusty or covered with loose snow, this technique provides the most favorable visibility conditions and reduces the possibility of debris being ingested by the engine.
- Start the helicopter moving by smoothly and slowly easing the cyclic forward (position 2). As the helicopter starts to move forward, increase the collective, as necessary, to prevent the helicopter from sinking and adjust the throttle to maintain r.p.m. The increase in power requires an increase in the proper antitorque pedal to maintain heading. Maintain a straight takeoff path throughout the takeoff. As you accelerate through effective translational lift (position 3), the helicopter begins to climb and the nose tends to rise due to increased lift. At this point adjust the collective to obtain normal climb power and apply enough forward cyclic to overcome the tendency of the nose to rise. At position 4, hold an attitude that allows a smooth acceleration toward climbing airspeed and a commensurate gain in altitude so that the takeoff profile does not take you through any of the cross-hatched or shaded areas of the height-velocity diagram. As airspeed increases (position 5), the stream-lining of the fuselage reduces engine torque effect, requiring a gradual reduction of antitorque pedal pressure. As the helicopter continues to climb and accelerate to best rate of climb, apply aft cyclic pressure to raise the nose smoothly to the normal climb attitude.
- The FID operates differently when the airplane is either below 80 feet agl or before the requisite 11 seconds since main gear lift off has expired. The DFGC laws use longitudinal acceleration (in the form of airspeed change) airplane configuration, and angle of attack. The FID's system logic is designed to provide a target pitch attitude after rotation as the airplane is accelerating to the first segment climb speed. It assumes that the airplane is in an acceptable takeoff configuration and is rotated at the proper speed for that configuration. While theairplane is still on the runway and below the normal climb speed, the FID predicts what the pitch a t t i tude should be and positions the command bar to display this att itude during rotation and liftoff. However, the command bar position only displays 37 percent of the unsatisfied pitch command. For example, if the predicted pitch att itude during the takeoff roll was 20" nose-up, the command bar pos i t ion wou ld present a 7" nose-up pitch command to the pilot . The major contribution to the display is acceleration.
- Subárea1
- Phase of Flight
- Related Term
- normal climb airspeed
- Português
- subida normal