直升機(jī)教員手冊(cè) Helicopter Instructor’s Handbook
時(shí)間：2014-11-10 08:35來(lái)源：FAA 作者：直升機(jī)翻譯 點(diǎn)擊：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. Handling, Servicing, and Maintenance (Section 8) The handling, servicing, and maintenance section describes the maintenance and inspections recommended by the manufacturer, as well as those required by the regulations, and airworthiness directive (AD) compliance procedures. Explain that an AD is a notification to owners and operators of certificated aircraft that a known safety deficiency with a particular model of aircraft, engine, avionics, or other system exists and must be corrected. If a certificated aircraft has outstanding ADs with which the operator has not complied, the aircraft is not considered airworthy. Thus, it is mandatory for an aircraft operator to comply with an AD. ADs usually result from service difficulty reported by operators or from the results of aircraft accident investigations. They are issued either by the national civil aviation authority of the country of aircraft manufacture or of aircraft registration. When ADs are issued by the country of registration, they are almost always coordinated with the civil aviation authority of the country of manufacture to ensure that conflicting ADs are not issued. In detail, the purpose an AD is to notify aircraft owners that: . The aircraft may have an unsafe condition, or . The aircraft may not be in conformity with its basis of certification or of other conditions that affect the aircraft’s airworthiness, or . There are mandatory actions that must be carried out to ensure continued safe operation, or . In some urgent cases, the aircraft must not be flown until a corrective action plan is designed and carried out. ADs are mandatory in most jurisdictions and often contain dates or number of additional aircraft flying hours by which compliance must be completed. ADs may be divided into two categories; those of an emergency nature requiring immediate compliance prior to further flight, and those of a less urgent nature requiring compliance within a specified period of time. The student should know where the AD compliance record is located in the maintenance logs of the helicopter and the proper way to check it. Owner/operators of an aircraft must now request to receive ADs electronically as the ADs are no longer mailed to owners of record; however, the owner/ operators are still responsible for AD compliance. Acquaint the student with how this section outlines the service, maintenance, and inspection intervals for the different components of the aircraft. Point out that it also establishes time-between-overhaul (TBO) limits for components, such as rotor blades and gear boxes. Explain to the student that this section also describes the preventive maintenance required, as well as ground handling and storage procedures. The pilot should always know what type and brand of oils are being used. The RFM may specify what is acceptable, but it is best to not mix brands in engines and transmissions/gearboxes. Supplements (Section 9) When acquainting the student with the supplements section, explain that this section provides pertinent information necessary for the installation and operational considerations of optional equipment, such as floats or spray equipment. [Figure 6-5] Stress that the information may be provided by the aircraft manufacture or the optional equipment manufacturer, and that in either case, it becomes part of the RFM when the equipment is installed. Other important information located in the supplement section includes any changes required in the normal, abnormal, and emergency checklists; and servicing, preflight or maintenance requirements. Additions or supplements should always be placed in the Supplement Section of the flight manual so that the owner/operator maintains all additions and changes in one place rather than creating alternate checklists that could cause important information to be misplaced or forgotten. Instructor Tips . Much of the information in this chapter lends itself to oral assessment of fact questions (discussed in Chapter 5, Assessment, from the Aviation Instructor’s Handbook) based on memory or recall. . To engage the interest of the student, make the information as relevant as possible to the flying experience. [Figure 6-6] Chapter Summary This chapter provided discussion points for the instructor to help the student learn the important limitations stated in the RFM. It also explained how to assist the student in understanding the importance of preflight planning in regard to safe flights, as well as recognizing the critical steps in the published emergency procedures. The applicable 14 CFR regulations were discussed and how the relationships integrate to satisfy safety regulations and safe flight practices. Weight The weight of a helicopter is critical during any and all flight maneuvers. This chapter primarily considers the weight of the loaded helicopter while at rest. Definitions Discuss all the weight and balance terms with the student which can be found in the Aircraft Weight and Balance Handbook, FAA-H-8083-1. The student should have an understanding of the terms in order to consistently and successfully monitor weight and balance and complete weight and balance forms. Never intentionally exceed the load limits for which a helicopter is certificated. Operating above the maximum weight could result in structural deformation or failure during flight if excessive load factors, strong wind gusts, or turbulence were encountered, as well as operating below a minimum crew weight could adversely affect the handling characteristics of the helicopter. Operations at or below the minimum weight of the helicopter can also affect the autorational characteristics of the helicopter. Other factors to consider when computing weight and balance are high altitude, high temperature, and high humidity conditions, which result in a high density altitude. As density altitude increases, more power is required. Any adjustment to gross weight by varying fuel, payload, or both, affects the power required. For this reason, the maximum operational weight may be less than the maximum allowable weight. In-depth performance planning is critical when operating in these conditions. |
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