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cue” presentation known as a “cross pointer system.” These two presentations only provide attitude information. A third system, known as a
“three cue” system, provides information to position the collective as well as attitude (roll and
pitch) cues. The collective control cue system
identifies and cues the pilot which collective control inputs to use when path errors are produced, or
when airspeed errors exceed preset values. The
three-cue system pitch command provides the
required cues to control airspeed when flying an
approach with vertical guidance at speeds slower
than the best-rate-of-climb (BROC) speed. The
pilot manipulates the helicopter’s controls to satisfy these commands, yielding the desired flight
path, or may couple the autopilot to the flight
director to fly along the desired flight path.
Typically, flight director mode control and indication are shared with the autopilot.
Pilots must be aware of the mode of operation of the
augmentation systems, and the control logic and functions in use. For example, on an ILS approach and
using the three-cue mode (lateral, vertical and collective cues), the flight director collective cue responds to
glideslope deviation, while the horizontal bar cue of
the "cross-pointer" responds to airspeed deviations.
However, the same system when operated in the twocue mode on an ILS, the flight director horizontal bar
cue responds to glideslope deviations. The need to be
aware of the flight director mode of operation is particularly significant when operating using two pilots.
Pilots should have an established set of procedures and
responsibilities for the control of flight director/autopilot modes for the various phases of flight. Not only
does a full understanding of the system modes provide
for a higher degree of accuracy in control of the helicopter, it is the basis for crew identification of a faulty
system.
1
A “sensitive” altimeter relates to the instrument's displayed change in altitude over its range. For “Copter” Category II operations the scale
must be in 20-foot intervals.
7-2
HELICOPTER FLIGHT
MANUAL LIMITATIONS
Helicopters are certificated for IFR operations with
either one or two pilots. Certain equipment is required
to be installed and functional for two-pilot operations
and additional equipment is required for single pilot
operation.
In addition, the Helicopter Flight Manual defines systems and functions that are required to be in operation
or engaged for IFR flight in either the single or twopilot configurations. Often, in a two-pilot operation,
this level of augmentation is less than the full capability of the installed systems. Likewise, a single-pilot
operation may require a higher level of augmentation.
The Helicopter Flight Manual also identifies other specific limitations associated with IFR flight. Typically,
these limitations include, but are not limited to:
• Minimum equipment required for IFR flight (in
some cases, for both single-pilot and two-pilot
operations).
• V MINI (minimum speed - IFR). [Figure 7-2]
• V NEI (never exceed speed - IFR).
• Maximum approach angle.
• Weight and center of gravity limits.
• Helicopter configuration limitations (such as
door positions and external loads).
• Helicopter system limitations (generators, inverters, etc.).
• System testing requirements (many avionics and
AFCS, AP, and FD systems incorporate a self-test
feature).
• Pilot action requirements (for example, the pilot
must have hands and feet on the controls during
certain operations, such as an instrument
approach below certain altitudes).
Final approach angles/descent gradient for public
approach procedures can be as high as 7.5 degrees/795
NOTE: The V MINI , MAX IFR Approach Angle, and G/A Mode Speed for a specific helicopter may vary with
avionics/autopilot installation. Pilots are therefore cautioned to refer only to the Rotorcraft Flight Manual
limitations for their specific helicopter. The maximum rate of descent for many autopilots is 1,000 FPM.
Sikorsky
S-76A 60 (AFCS Phase II) 3.5 75 KIAS
S-76A 50 (AFCS Phase III) 7.5 75 KIAS
S-76B 60 7.5 75 KIAS
S-76C 60
SK-76C++ 50 (60 coupled) 6.5
Eurocopter
AS-355 55 4.5
AS-365 75 4.5
BK-117 45 (70 coupled) 6.0
EC-135 60 4.6
EC-155 70 4.0
Bell
BH 212 40
BH 214ST` 70
BH 222 50
BH 222B 50
BH 412 60 5.0
BH 430 50 (65 coupled) 4.0
Agusta
A-109 60 (80 coupled)
A-109C 40 9.0
Manufacturer V MINI Limitations MAX IFR Approach Angle G/A Mode Speed
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊下(151)