Helicopter Flight Information
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SFAR 73, Just the Facts PleaseThe TextThe QuizWhat is SFAR 73?Technically, it is SFAR 73 to Part 61 (The entire text will follow). Frank Robinson wanted to design a safe, certificated helicopter that an average working man could afford, and he accomplished that when the Robinson R22 was certificated in 1979. Prior to the Robinson R22, helicopter flight training was available only to those who had a lot of money, or those who were in the military. With Robinson helicopters on the scene, helicopter flight training could now be obtained nearly as easily as fixed wing training. Not only was training affordable, but now a properly rated pilot could also rent a helicopter just as airplane pilots could rent an airplane. This was unheard of before, and likely would not be today were it not for Frank Robinson. Unfortunately, with the affordability of helicopter flight training, and with some dangerous phenomenon relative to helicopter flying still truly undefined, accidents began to occur more frequently. Accidents have always occurred, but with many more people flying helicopters, the frequency of helicopter accidents increased tremendously. Anyone can be taught to fly a helicopter, but to do it safely requires someone with a safety conscious thought attitude and for that person to always be thinking ahead. Some believe or would have you to believe that mast bumping (low G) is relative only to Robinson helicopters; the fact of the matter is however, mast bumping can occur in any two-blade helicopter including the massive Bell 214. During the Vietnam War, mast bumping occurred so frequently in Bell helicopters (this was well before Robinsons), the army considered grounding the entire fleet until the problem was identified. It was later found that it was pilot technique causing the problem, not the aircraft. Frank Robinson through his companies research, identified the cause of low-G mast bumping, and made it common knowledge. There is much debate about the origination of the regulations as they pertain specifically to Robinson helicopters specifically and ultimately the origination is irrelevant. The regulation known as SFAR 73 is of course that which I am talking about. Regardless of the origination, accidents in helicopters and especially those during training have been drastically reduced as a result of these regulations. So much in fact, that there are now far more ground resonance accidents than mast bumping accidents which are commonly, and incorrectly taught to be relative only to the Robinson R22 and R44. See the accident study. I teach the awareness training contained in SFAR 73 to all of my students regardless of what type of helicopter we will be flying. Knowledge saves lives, plain and simple, and sooner or later most pilots will be flying a 2-blade helicopter. There are some schools who will mislead people regarding SFAR 73. This does nothing for the safety of helicopter flying overall, and speaks even less of ones character. The fact of the matter is, if you don't obtain Robinson operating authority as defined below under SFAR 73, you will be seriously limiting your career as a helicopter pilot as Robinson's are clearly becoming one of the most popular helicopters in the world. There are very many commercial flying jobs involving both the R22, and the R44. Without the ability to fly these machines, your potential job market as an aspiring commercial helicopter pilot will be very small. Special Federal Aviation Regulation No. 73 -- Robinson R-22/R-44 Special Training and Experience Requirements
1. Applicability. 2. Required training, aeronautical experience, endorsements, and flight review. 3. Expiration date. 1. Applicability. Under the procedures prescribed herein, this SFAR applies to all persons who seek to manipulate the controls or act as pilot in command of a Robinson model R-22 or R-44 helicopter. The requirements stated in this SFAR are in addition to the current requirements of part 61. 2. Required training, aeronautical experience, endorsements, and flight review. (a) Awareness Training: (1) Except as provided in paragraph (a)(2) of this section, no person may manipulate the controls of a Robinson model R-22 or R-44 helicopter after March 27, 1995, for the purpose of flight unless the awareness training specified in paragraph (a)(3) of this section is completed and the person's logbook has been endorsed by a certified flight instructor authorized under paragraph (b)(5) of this section. (2) A person who holds a rotorcraft category and helicopter class rating on that person's pilot certificate and meets the experience requirements of paragraph (b)(1) or paragraph (b)(2) of this section may not manipulate the controls of a Robinson model R-22 or R-44 helicopter for the purpose of flight after April 26, 1995, unless the awareness training specified in paragraph (a)(3) of this section is completed and the person's logbook has been endorsed by a certified flight instructor authorized under paragraph (b)(5) of this section. (3) Awareness training must be conducted by a certified flight instructor who has been endorsed under paragraph (b)(5) of this section and consists of instruction in the following general subject areas: (i) Energy management; (ii) Mast bumping; (iii) Low rotor RPM (blade stall); (iv) Low G hazards; and (v) Rotor RPM decay. (4) A person who can show satisfactory completion of the manufacturer's safety course after January 1, 1994, may obtain an endorsement from an FAA aviation safety inspector in lieu of completing the awareness training required in paragraphs (a)(1) and (a)(2) of this section. (b) Aeronautical Experience: (1) No person may act as pilot in command of a Robinson model R-22 unless that person: (i) Has had at least 200 flight hours in helicopters, at least 50 flight hours of which were in the Robinson R-22; or (ii) Has had at least 10 hours dual instruction in the Robinson R-22 and has received an endorsement from a certified flight instructor authorized under paragraph (b)(5) of this section that the individual has been given the training required by this paragraph and is proficient to act as pilot in command of an R-22. Beginning 12 calendar months after the date of the endorsement, the individual may not act as pilot in command unless the individual has completed a flight review in an R-22 within the preceding 12 calendar months and obtained an endorsement for that flight review. The dual instruction must include at least the following abnormal and emergency procedures flight training: (A) Enhanced training in autorotation procedures, (B) Engine rotor RPM control without the use of the governor, (C) Low rotor RPM recognition and recovery, and (D) Effects of low G maneuvers and proper recovery procedures. (2) No person may act as pilot in command of a Robinson R-44 unless that person -- (i) Has had at least 200 flight hours in helicopters, at least 50 flight hours of which were in the Robinson R-44. The pilot in command may credit up to 25 flight hours in the Robinson R-22 toward the 50 hour requirement in the Robinson R-44; or (ii) Has had at least 10 hours dual instruction in a Robinson helicopter, at least 5 hours of which must have been accomplished in the Robinson R-44 helicopter and has received an endorsement from a certified flight instructor authorized under paragraph (b)(5) of this section that the individual has been given the training required by this paragraph and is proficient to act as pilot in command of an R-44. Beginning 12 calendar months after the date of the endorsement, the individual may not act as pilot in command unless the individual has completed a flight review in a Robinson R-44 within the preceding 12 calendar months and obtained an endorsement for that flight review. The dual instruction must include at least the following abnormal and emergency procedures flight training -- (A) Enhanced training in autorotation procedures; (B) Engine rotor RPM control without the use of the governor; (C) Low rotor RPM recognition and recovery; and (D) Effects of low G maneuvers and proper recovery procedures. (3) A person who does not hold a rotorcraft category and helicopter class rating must have had at least 20 hours of dual instruction in a Robinson R-22 helicopter prior to operating it in solo flight. In addition, the person must obtain an endorsement from a certified flight instructor authorized under paragraph (b)(5) of this section that instruction has been given in those maneuvers and procedures, and the instructor has found the applicant proficient to solo a Robinson R-22. This endorsement is valid for a period of 90 days. The dual instruction must include at least the following abnormal and emergency procedures flight training: (i) Enhanced training in autorotation procedures, (ii) Engine rotor RPM control without the use of the governor, (iii) Low rotor RPM recognition and recovery, and (iv) Effects of low G maneuvers and proper recovery procedures. (4) A person who does not hold a rotorcraft category and helicopter class rating must have had at least 20 hours of dual instruction in a Robinson R-44 helicopter prior to operating it in solo flight. In addition, the person must obtain an endorsement from a certified flight instructor authorized under paragraph (b)(5) of this section that instruction has been given in those maneuvers and procedures, and the instructor has found the applicant proficient to solo a Robinson R-44. This endorsement is valid for a period of 90 days. The dual instruction must include at least the following abnormal and emergency procedures flight training: (i) Enhanced training in autorotation procedures, (ii) Engine rotor RPM control without the use of the governor, (iii) Low rotor RPM recognition and recovery, and (iv) Effects of low G maneuvers and proper recovery procedures. (5) No certificated flight instructor may provide instruction or conduct a flight review in a Robinson R-22 or R-44 unless that instructor -- (i) Completes the awareness training in paragraph 2(a) of this SFAR. (ii) For the Robinson R-22, has had at least 200 flight hours in helicopters, at least 50 flight hours of which were in the Robinson R-22, or for the Robinson R-44, has had at least 200 flight hours in helicopters, 50 flight hours of which were in Robinson helicopters. Up to 25 flight hours of Robinson R-22 flight time may be credited toward the 50 hour requirement. (iii) Has completed flight training in a Robinson R-22, R-44, or both, on the following abnormal and emergency procedures -- (A) Enhanced training in autorotation procedures; (B) Engine rotor RPM control without the use of the governor; (C) Low rotor RPM recognition and recovery; and (D) Effects of low G maneuvers and proper recovery procedures. (iv) Has been authorized by endorsement from an FAA aviation safety inspector or authorized designated examiner that the instructor has completed the appropriate training, meets the experience requirements and has satisfactorily demonstrated an ability to provide instruction on the general subject areas of paragraph 2(a)(3) of this SFAR, and the flight training identified in paragraph 2(b)(5)(iii) of this SFAR. (c) Flight Review: (1) No flight review completed to satisfy § 61.56 by an individual after becoming eligible to function as pilot in command in a Robinson R-22 helicopter shall be valid for the operation of R-22 helicopter unless that flight review was taken in an R-22. (2) No flight review completed to satisfy § 61.56 by individual after becoming eligible to function as pilot in command in a Robinson R-44 helicopter shall be valid for the operation of R-44 helicopter unless that flight review was taken in the R-44. (3) The flight review will include a review of the awareness training subject areas of paragraph 2(a)(3) of this SFAR and the flight training identified in paragraph 2(b) of this SFAR. (d) Currency Requirements: No person may act as pilot in command of a Robinson model R-22 or R-44 helicopter carrying passengers unless the pilot in command has met the recency of flight experience requirements of § 61.57 in an R-22 or R-44, as appropriate. 3. Expiration date. This SFAR terminates on March 31, 2008, unless sooner superceded or rescinded. The SFAR 73 Training QuizR-22 / R-44 Awareness Training Quiz %Correct ____________ Name: ________________________
Subtract 5% from 100% for each mistake
1. It is acceptable to allow your airspeed to go below 30 knots if: ___ A. Your rate of sink is 0 ___ B. Your rate of sink is below 300 FPM (feet per minute) ___ C. Your rate of sink is below 600 FPM
2. To avoid hitting unmarked wires your altitude must be: ___ A. Above 300 feet AGL (above ground level) ___ B. Above 500 feet MSL (mean sea level) ___ C. Above 500 feet AGL
3. The number one cause of fatal accidents in the R-22 is: ___ A. Low RPM rotor stall ___ B. Collision with wires and other objects ___ C. Low G mast bumping
4. When the rotor RPM begins to decay, the engine will: ___ A. Produce less torque ___ B. Produce less torque and less power ___ C. Produce less power at nearly the same torque
5. If you encounter unexpected severe turbulence, you should: ___ A. Immediately increase your airspeed to clear the area quickly ___ B. Slow down and avoid over controlling the aircraft ___ C. Enter an autorotation and land
6. Aerodynamic stall occurs when: ___ A. Either an airplane or helicopter loses airspeed ___ B. An Airplane loses airspeed or a helicopter loses rotor RPM ___ C. An airplane flies too fast or a helicopter flies to slow
7. If the pilot pulls in too much pitch: ___ A. It may cause an over torque damaging the engine ___ B. It may cause an over speed ___ C. It may pull the RPM down causing a loss of power leading to rotor stall
8. To quickly descend for collision avoidance, the pilot should: ___ A. Reduce collective pitch while keeping the aircraft level with the cyclic ___ B. Push the cyclic forward to dive below the hazard ___ C. Lower the collective and push the cyclic forward
9. When crossing high tension wires, the pilot should: ___ A. Keep the tower to his left so as to avoid aircraft coming from the opposite direction ___ B. Always fly directly over the towers ___ C. Always fly over the point where the wires are the lowest
10. When performing a zero G push-over, an airplane: ___ A. Has less lateral control than during one G flight ___ B. Has more lateral control than during one G flight ___ C. Has the same lateral control as during one G flight
11. When performing a zero G push-over, a helicopter: ___ A. Has less lateral control than during one G flight ___ B. Has more lateral control than during one G flight ___ C. Has the same lateral control than during one G flight
12. You can recover the most energy by: ___ A. Reducing your RPM from 104% to 80% ___ B. Reducing your airspeed from 90 knots to 80 knots ___ C. Reducing your airspeed from 50 knots to 35 knots
13. To recover from a low G condition, the pilot must apply: ___ A. Left pedal ___ B. Aft cyclic ___ C. Left cyclic ___ D. Right pedal
14. To recover from a low RPM situation, power on, at any airspeed, the pilot must: ___ A. Lower collective and add right pedal ___ B. Roll on throttle and add forward cyclic ___ C. Roll on throttle and lower the collective simultaneously ___ D. Lower the collective and add forward cyclic
15. For use during autorotation, energy is stored in: ___ A. Engine RPM and altitude ___ B. Rotor RPM, forward speed and altitude ___ C. Rotor RPM and forward speed
16. During normal flight a 10% loss of RPM will result in: ___ A. 10% less engine power available ___ B. 10% loss of airspeed ___ C. No loss of power available if manifold pressure is maintained
17. The low G condition can best be recognized by: ___ A. Low airspeed at high power setting ___ B. A feeling of weightlessness ___ C. A roll to the left ___ D. A yaw to the right
18. Primary causes of fatal accidents in the R-22 are: ___ A. Rotor stall and wire strikes ___ B. Engine failure and weather ___ C. Tail rotor failure and dual instruction ___ D. Weather and dynamic roll-over
19. A pilot can recover 100 HP-second of energy by: ___ A. Reducing airspeed from 90 to 84 knots ___ B. Reducing airspeed from 60 to 50 knots ___ C. Reducing altitude by 46 feet ___ D. Any of the above
20. In which of the following conditions can low RPM rotor stall occur: ___ A. Hover ___ B. Autorotation ___ C. Cruise ___ D. Any of the above
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