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直升機(jī)飛行手冊(cè) Helicopter Flying Handbook

時(shí)間：2014-11-09 12:30來(lái)源：FAA 作者：直升機(jī)翻譯 點(diǎn)擊：次

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Overloaded parts will fail before their designed lifetime. There are no extra parts in helicopters. The respect and discipline pilots exercise for following flight manuals should also be applied to understanding aerodynamic conditions. If flight envelopes are exceeded, the end results can be catastrophic.
LTE is an aerodynamic condition and is the result of a control margin deficiency in the tail rotor. It can affect all single rotor helicopters that utilize a tail rotor of some design. The design of main and tail rotor blades and the tail boom assembly can affect the characteristics and susceptibility of LTE but will not nullify the phenomenon entirely. Translational lift is obtained by any amount of clean air through the main rotor system. Chapter 3 discusses translational lift with respect to the main rotor blade, explaining that the more clean air there is going through the rotor system, the more efficient it becomes. The same holds true for the tail rotor. As the tail rotor works in less turbulent air, it reaches a point of translational thrust. At this point, the tail rotor becomes aerodynamically efficient and the improved efficiency produces more antitorque thrust. The pilot can determine when the tail rotor has reached translational thrust. As more antitorque thrust is produced, the nose of the helicopter yaws to the left (opposite direction of the tail rotor thrust), forcing the pilot to correct with right pedal application (actually decreasing the left pedal). This, in turn, decreases the AOA in the tail rotor blades. Pilots should be aware of the characteristics of the helicopter they fly and be particularly aware of the amount of tail rotor pedal typically required for different flight conditions.
LTE is a condition that occurs when the flow of air through a tail rotor is altered in some way, either by altering the angle or speed at which the air passes through the rotating blades of the tail rotor system. An effective tail rotor relies on a stable and relatively undisturbed airflow in order to provide a steady and constant antitorque reaction as discussed in the previous paragraph. The pitch and angle of attack of the individual blades will determine the thrust output of the tail rotor. A change to any of these alters the amount of thrust generated. A pilot’s yaw pedal input affects a thrust reaction from the tail rotor. Altering the amount of thrust delivered for the same yaw input creates an imbalance. Taking this imbalance to the extreme will result in the loss of effective control in the yawing plane, and LTE will occur.
This alteration of tail rotor thrust can be affected by numerous external factors. The main factors contributing to LTE are:
1. Airflow and downdraft generated by the main rotor blades interfering with the airflow entering the tail rotor assembly.
2. Main blade vortices developed at the main blade tips entering the tail rotor.
3. Turbulence and other natural phenomena affecting the airflow surrounding the tail rotor.
4. A high power setting, hence large main rotor pitch angle, induces considerable main rotor blade downwash and hence more turbulence than when the helicopter is in a low power condition.
5. A slow forward airspeed, typically at speeds where translational lift and translational thrust are in the process of change and airflow around the tail rotor will vary in direction and speed.
6. The airflow relative to the helicopter;
a. Worst case—relative wind within ±15° of the 10 o’clock position, generating vortices that can blow directly into the tail rotor. This is dictated by the characteristics of the helicopters aerodynamics of tailboom position, tailrotor size and position relative to the main rotor and vertical stabilizer, size and shape. [Figure 11-11]
b. Weathercock stability—tailwinds from 120° to 240° [Figure 11 -12], such as left crosswinds, causing high pilot workload.
c. Tail rotor vortex ring state (210° to 330°). [Figure 11-13] Winds within this region will result in the development of the vortex ring state of the tail rotor.

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