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amount of water vapor the air can hold. This amount
varies with temperature; warm air can hold more water
vapor, while colder air can hold less. Perfectly dry air
that contains no water vapor has a relative humidity of
0 percent, while saturated air that cannot hold any more
water vapor, has a relative humidity of 100 percent.
Humidity alone is usually not considered an important
factor in calculating density altitude and helicopter performance;
however, it does contribute. There are no
rules-of-thumb or charts used to compute the effects of
humidity on density altitude, so you need to take this
into consideration by expecting a decrease in hovering
and takeoff performance in high humidity conditions.
HIGH AND LOW
DENSITY ALTITUDE CONDITIONS
You need to thoroughly understand the terms “high
density altitude” and “low density altitude.” In general,
high density altitude refers to thin air, while low density
altitude refers to dense air. Those conditions that
result in a high density altitude (thin air) are high elevations,
low atmospheric pressure, high temperatures,
high humidity, or some combination thereof. Lower
elevations, high atmospheric pressure, low temperatures,
and low humidity are more indicative of low
density altitude (dense air). However, high density
altitudes may be present at lower elevations on hot
days, so it is important to calculate the density altitude
and determine performance before a flight.
One of the ways you can determine density altitude is
through the use of charts designed for that purpose.
[Figure 8-1]. For example, assume you are planning to
depart an airport where the field elevation is 1,165 feet
MSL, the altimeter setting is 30.10, and the temperature
is 70°F. What is the density altitude? First, correct
for nonstandard pressure (30.10) by referring to the
right side of the chart, and subtracting 165 feet from
the field elevation. The result is a pressure altitude of
1,000 feet. Then, enter the chart at the bottom, just
above the temperature of 70°F (21°C). Proceed up the
chart vertically until you intercept the diagonal 1,000-
foot pressure altitude line, then move horizontally to
the left and read the density altitude of approximately
2,000 feet. This means your helicopter will perform as
if it were at 2,000 feet MSL on a standard day.
Most performance charts do not require you to compute
density altitude. Instead, the computation is built
into the performance chart itself. All you have to do is
enter the chart with the correct pressure altitude and the
temperature.
WEIGHT
Lift is the force that opposes weight. As weight
increases, the power required to produce the lift needed
to compensate for the added weight must also increase.
Most performance charts include weight as one of the
variables. By reducing the weight of the helicopter, you
may find that you are able to safely take off or land at a
location that otherwise would be impossible. However,
if you are ever in doubt about whether you can safely
perform a takeoff or landing, you should delay your
takeoff until more favorable density altitude conditions
exist. If airborne, try to land at a location that has more
favorable conditions, or one where you can make a
landing that does not require a hover.
In addition, at higher gross weights, the increased
power required to hover produces more torque, which
means more antitorque thrust is required. In some helicopters,
during high altitude operations, the maximum
antitorque produced by the tail rotor during a hover
may not be sufficient to overcome torque even if the
gross weight is within limits.
WINDS
Wind direction and velocity also affect hovering, takeoff,
and climb performance. Translational lift occurs
anytime there is relative airflow over the rotor disc.
This occurs whether the relative airflow is caused by
helicopter movement or by the wind. As wind speed
increases, translational lift increases, resulting in less
power required to hover.
The wind direction is also an important consideration.
Headwinds are the most desirable as they contribute to
the most increase in performance. Strong crosswinds
8-3
and tailwinds may require the use of more tail rotor
thrust to maintain directional control. This increased
tail rotor thrust absorbs power from the engine, which
means there is less power available to the main rotor
for the production of lift. Some helicopters even have a
critical wind azimuth or maximum safe relative wind
chart. Operating the helicopter beyond these limits
　
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