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This is the second edition of the Transport Canada Helicopter Flight Training. Manual. The Manual has been prepared for the use of student pilots learning.
Table of contents
The function of the airspeed indicator and the altimeter will be explained, and periodically you may be asked to report the altitude and airspeed of the helicopter. The function of other instruments may also be explained. Your instructor will explain the need for a positive handover and takeover of the flight controls. The need for a constant and thorough lookout for other aircraft will be described, together with the clock method of reporting aircraft to the other crewmember.
Do not hesitate to ask questions. This exercise does not normally involve a flight, but will acquaint you with the preparations necessary before commencing a flight. Proper pre-flight preparation plays a fundamental part in flight safety, and will reduce the possibility of accidents, or incidents. The main components of the helicopter will be pointed out to you, and your instructor will subsequently provide a detailed explanation of each part Fig You may consider the sequence of events leading up to the takeoff as falling into three phases:.
During your initial stages of training, your instructor will include the flight planning stage in your pre-flight briefings, but as the course progresses you will participate more fully in this aspect of preparation for flight. This will include the checking of weather reports and forecasts to extract information appropriate to the intended flight and the destination.
Your instructor will show you all the documents, which must be on board the helicopter on every flight. Logbook entries are the responsibility of the pilot-in-command who ensures they have been entered in the correct manner to record the events of the flight. Each period between a takeoff and a landing is generally considered a flight requiring a separate log entry. Your instructor will explain exceptions to this rule, the significance of each document, and how to check each for validity. The maximum weight limitations are set by the structural capabilities of the helicopter, an allowance being made for the extra forces encountered in turbulence and extremes in control movements.
The centre of gravity has quite a limited range of movement. The range of movement of the cyclic control system sets this limit Fig When the CG is aft, the cyclic is in the forward position. With a tail-low attitude, you need even greater forward displacement of the cyclic while hovering into the wind. If the helicopter exceeds aft CG limits, hovering is not possible.
Takeoff and landing in the strong headwind conditions may be critical, because you need greater forward cyclic to hover as well as levelling off after a flare on an autorotation approach. When the CG is forward, the cyclic is in the aft of the neutral position. With a nose-low attitude, you need excessive rearward displacement of the cyclic control to maintain a hover in a no-wind condition.