Kazan Helicopters Mi-17-1V Flight Manual page 102

M,,-17-1B. Flight manual
The estimated turn-away angle is determined by the formula:
,~
r;'TA ._
2R ...
1.~_~
'5
L d
n. -
GS. HFT ' ,"'",,,
R - radius ofturn to landing heading, m.
GS - ground speed in horizontal flight up to turn to landing heading,
mls
HFT - time of flight from LMM up to final turn initiation point, in seconds.
The estimated turn-away angle, with the horizontal flight speed and bank
angle in turn being constant, depends on the time of horizontal flight cal-
culated by the formula:
HFT
=
~H -100)J1.~~
+
30 where
GS-VS '
H - altitude of capturing the landing heading, rn.
AGS - average ground speed in final descent, km/h.
VS - vertical speed of descent, km/h.
GS - ground speed in horizontal flight, km/h.
The values of HFT and ETA for various altitudes of capturing the landing
heading are calculated in advance and indicated in tables or graphs (for
example Table 4.1).
Note: No-wind conditions are assumed for compilation of the table:
HFS
=
160 km/h
VS
=
2 to 3
m/s
AGS
=
150 km/h
Bank (Y)
=
W
(2) During straight-in teardrop approach (Fig. 4.7) fly to the LMM at a se-
lected height. After passing the LMM, upon the Pilot-Navigator's order exe-
cute RH or LH turn-away through an estimated angle with the drift angle
accounted for and continue flying on this heading until turn at the estimated
point. Upon expiration of the estimated time of horizontal flight (HFT) pro-
ceed to descent at an airspeed of 150 kmlh and a vertical speed of 2 to 3
mIa, turn to the landing heading at a bank angle of 10· and an altitude loss
of 200 m. In final descent account for the drift angle, maintain the desired
condition of flight and avoid sideslipping and skidding.
Having reached a height of 100 m proceed to horizontal flight, pass the
LMM at a height of 100 m and an airspeed of 100 to 140 km/h.
In descent the Pilot-Navigator should monitor altitude and breaking
through clouds.
After breaking through clouds refine the helicopter position, descend and
land. Execute turns and align with the runway centrelines using the pro-
cedures established for wide rectangular approach traffic pattern.
4-31