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直升機(jī)飛行手冊 Helicopter Flying Handbook

時(shí)間：2014-11-09 12:30來源：FAA 作者：直升機(jī)翻譯 點(diǎn)擊：次

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Maximum Gross Weight
The maximum weight of the helicopter. Most helicopters have an internal maximum gross weight, which refers to the weight within the helicopter structure and an external maximum gross weight, which refers to the weight of the helicopter with an external load. The external maximum weight may vary depending on where it is attached to the helicopter. Some large cargo helicopters may have several attachment points for sling load or winch operations. These helicopters can carry a tremendous amount of weight when the attachment point is directly under the CG of the aircraft.
Weight Limitations
Weight limitations are necessary to guarantee the structural integrity of the helicopter and enable pilots to predict helicopter performance accurately. Although aircraft manufacturers build in safety factors, a pilot should never intentionally exceed the load limits for which a helicopter is certificated. Operating below a minimum weight could adversely affect the handling characteristics of the helicopter. During single-pilot operations in some helicopters, a pilot needs to use a large amount of forward cyclic in order to maintain a hover. By adding ballast to the helicopter, the cyclic position is closer to the CG, which gives a greater range of control motion in every direction. When operating at or below the minimum weight of the helicopter, additional weight also improves autorotational characteristics since the autorotational descent can be established sooner. In addition, operating below minimum weight could prevent achieving the desirable rotor revolutions per minute (rpm) during autorotations.
Operating above a maximum weight could result in structural deformation or failure during flight, if encountering excessive load factors, strong wind gusts, or turbulence. Weight and maneuvering limitations also are factors considered for establishing fatigue life of components. Overweight, meaning overstressed, parts fail sooner than anticipated. Therefore, premature failure is a major consideration in determination of fatigue life and life cycles of parts.
Although a helicopter is certificated for a specified maximum gross weight, it is not safe to take off with this load under some conditions. Anything that adversely affects takeoff, climb, hovering, and landing performance may require off-loading of fuel, passengers, or baggage to some weight less than the published maximum. Factors that can affect performance include high altitude, high temperature, and high humidity conditions, which result in a high density altitude. In-depth performance planning is critical when operating in these conditions.
Balance
Helicopter performance is not only affected by gross weight, but also by the position of that weight. It is essential to load the aircraft within the allowable CG range specified in the RFM’s weight and balance limitations.
Center of Gravity
Ideally, a pilot should try to balance a helicopter perfectly so that the fuselage remains horizontal in hovering flight, with no cyclic pitch control needed except for wind correction. Since the fuselage acts as a pendulum suspended from the rotor, changing the CG changes the angle at which the aircraft hangs from the rotor. When the CG is directly under the rotor mast, the helicopter hangs horizontally; if the CG is too far forward of the mast, the helicopter hangs with its nose tilted down; if the CG is too far aft of the mast, the nose tilts up. [Figure 6-1]
CG Forward of Forward Limit
A forward CG may occur when a heavy pilot and passenger take off without baggage or proper ballast located aft of the rotor mast. This situation becomes worse if the fuel tanks are located aft of the rotor mast because as fuel burns the CG continues to shift forward.
This condition is easily recognized when coming to a hover following a vertical takeoff. The helicopter has a nose-low attitude, and excessive rearward displacement of the cyclic control is needed to maintain a hover in a no-wind condition. Do not continue flight in this condition, since a pilot could rapidly lose rearward cyclic control as fuel is consumed. A pilot may also find it impossible to decelerate sufficiently to bring the helicopter to a stop. In the event of engine failure and the resulting autorotation, there may not be enough cyclic control to flare properly for the landing.

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