1. Energy Management -

2. Mast Bumping – main rotor hub contacts the rotor mast

3. Lower rotor RPM (Blade stall)

4.  Low G Hazard – a weightless feeling flight condition caused by abrupt forward cyclic.

5. Rotor RPM Decay – loss of RPM’s. can happen at high density alt, high temp, and high weight. To fix, lower collective slightly and increase throttle. 

 2. Mast Bumping – 

Low G Hazard 

a weightless feeling flight condition caused by abrupt forward cyclic.

Rotor RPM Decay 

loss of RPM’s. can happen at high density alt, high temp, and high weight. To fix, lower collective slightly and increase throttle. 

POH pilot limitations 

pilot must fly from right seat, no low-g push over, no aerobatics, no loose items in cabin while doors are off. IFR flight only.

Carb ice 

can happen anytime especially at low temp and high humidity. must be used to keep out of yellow arc(-15 to 5) degrees Celsius. always use carb heat when operating at below 18inches of manifold pressure.

Bernoulli’s principle 

As velocity increases pressure decreases. relative wind passes above and below the airfoil, the airflow on the upper camber takes longer to get from the leading edge than the trailing edge than the airflow on the lower camber. creates higher pressure on the bottom of the airfoil that produces lift. 70% of lift comes from this. 

Newton’s third law relative to torque 

as the rapidly spinning main rotor blades spin counter clockwise and the angle of attack is increased, the blades catch the wind causing torque, and the fuselage wants to move that same way. 

Centrifugal force 

the force that makes the rotor blades rigid when there speed increases.

Coning

as the angle of attack is increased the main rotor blades are supporting the heli’s weight causing them to slightly bend upward.

Pendicular action 

tendency of the heli being suspended from the rotor system.

performance increase due to the heli moves out of its vortices and into undisturbed air.

increase in lift due to the helicopter moving into undisturbed air.

the heli has a tendenct to drift to the right due to gyroscopic procession.

difference between the advancing blade and the retreating blade. The advancing side flaps up and the retreating side flaps down, to compensate for unequal lift.

corrects for dissymmetry of lift. blades teeter up and down to increase or decrease angle of attack.

the retreating blade exceeds its critical angle of attack of 15 degrees. can happen at high weight, high density attitude, exceeding Vne, turbulent air, and steep or abrupt turns at forward high speeds.

Loss of tail rotor effectiveness :

Main rotor interference –main rotor blows its own vortices into the tail rotor when winds are 10-30 knots and coming from the front left.

Tail vortex ring state – tail rotor pushes its own vortices into itself.

Whether veining – heli weather vanes its nose into the relative wind, unless pedals are used.                                                 

austoroataion

Windmill brake state 

upward air flow being pushed through the main rotor blades at very high rate of decent. 

airspeed and alt is needed for stored energy management 

difference between magnetic north and true north.

compass has a tendency to point down when close to true north.

due to the heli moving around the compass moves.

max oil is 6 quarts, min is 4. Oil and oil filter should be changed every 50 hrs or 4 months, witch ever comes first.

annual every 12 calendar months, 100 hr inspection if aircraft is for hire. 24 hr transponder and altmeter.

12 volt batt., 60 amp alternator, voltage controller, and battery relay.