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As operation outside the safe area of the chart can be fatal in the event of a power or transmission failure it is sometimes referred to as the dead man's curve." The EASA refers to it as the "height/velocity avoid curve".
Jun 3, 2021 · A more ominous epithet for the HV diagram — but one commonly used in the field — is “dead man’s curve.” A twin-engine Airbus H145, operated by Heli Austria, perform hoisting operations in the Alps.
May 6, 2021 · Such combination of height (H) and velocity (V) is graphically depicted in the rotorcraft flight manual (RFM) as ‘HV Diagram’. A more ominous epithet for HV diagram is ‘dead man’s curve’. If an engine quits in flight, potential and kinetic energy is exchanged till a new steady-state is reached.
dead man’s curve. Conversely, an increase in height without a corresponding increase in airspeed puts the aircraft above a survivable uncushioned impact height, and eventually above a height where rotor inertia can be converted to sufficient lift to enable a survivable landing. This occurs abruptly with airspeeds
Jan 28, 2024 · The Height-Velocity Diagram (otherwise known as HV Diagram or Deadman’s Curve) is a performance chart (but a limitation for larger, transport category helicopters) that shows combinations of height and forward speed (including hover) after an engine failure from which a safe landing cannot be made (inside the shaded area).
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The height velocity (or dead mans) curve is a chart which illustrates which combinations of altitude and airspeed allow a safe autorotational landing in the event of engine failure. For more information on the aerodynamics of autorotation, refer to the aerodynamics section.
The "dead-man's curve" in a typical helicopter height/velocity (H/V) diagram is commonly referenced to indicate that "towering flight" is dangerous and avoided in general practice.
Mar 28, 2016 · The method uses the generalized, nondimensional height-velocity diagram shown in Figure 5.8, which was generated from test data using three single-engine, single-rotor helicopters flown by skilled test pilots in a series of FAA flight test programs.
Each increase in height increases the pilot reaction time. This is the reason the bottom right part of the H–V curve has a shallow gradient. If above ideal autorotation speed, a pilot can avoid the deadman's curve by flaring, converting airspeed into height, and increasing rotor RPM through coning.
