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直升機(jī)飛行手冊 Helicopter Flying Handbook

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

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7. Combinations (a, b, c) of these factors in a particular situation can easily require more anti-torque than the helicopter can generate and in a particular environment LTE can be the result.
Certain flight activities lend themselves to being more at high risk to LTE than others. For example, power line and pipeline patrol sectors, low speed aerial filming/photography as well as in the Police and Helicopter Emergency Medical Services (EMS) environments can find themselves in low and slow situations over geographical areas where the exact wind speed and direction are hard to determine.
Unfortunately, the aerodynamic conditions that a helicopter is susceptible to are not explainable in black and white terms. LTE is no exception. There are a number of contributing factors but what is more important to understanding LTE are taking the contributing factors and couple them with situations that should be avoided. Whenever possible, pilots should learn to avoid the following combinations:
1. Low and slow flight outside of ground effect.
2. Winds from ±15o of the 10 o’clock position and probably on around to 5 o’clock position
[Figure 11-11]
3. Tailwinds that may alter the onset of translational lift and translational thrust hence induce high power demands and demand more anti-torque (left pedal) than the tail rotor can produce.
4. Low speed downwind turns.
5. Large changes of power at low airspeeds.
6. Low speed flight in the proximity of physical obstructions that may alter a smooth airflow to both the main rotor and tail rotor.
Pilots who put themselves in situations where the combinations above occur should know that they are likely to encounter LTE. The key is to not put the helicopter in a compromising condition but if it does happen being educated enough to recognize the onset of LTE and be prepared to quickly react to it before the helicopter cannot be controlled.
Early detection of LTE followed by the immediate flight control application of corrective action; applying forward cyclic to regain airspeed, applying right pedal not left as necessary to maintain rotor RPM and reducing the collective thus reducing the high power demand on the tail rotor is the key to a safe recovery. Pilots should always set themselves up when conducting any maneuver to have enough height and space available to recover in the event they encounter an aerodynamic situation such as LTE.
Understanding the aerodynamic phenomenon of LTE is by far the most important factor, and the ability and option to either go around if making an approach or pull out of a maneuver safely and re-plan, is always the safe option. Having the ability to fly away from a situation and re-think the possible options should always be part of a pilot's planning process in all phases of flight. Unfortunately, there have been many pilots who have idled a good engine and fully functioning tail rotor system and autorotated a perfectly airworthy helicopter to the crash site because they misunderstood or misperceived both the limitations of the helicopter and the aerodynamic situation.
Main Rotor Disk Interference (285–315°)
Refer to Figure 11-11. Winds at velocities of 10–30 knots from the left front cause the main rotor vortex to be blown into the tail rotor by the relative wind. This main rotor disk vortex causes the tail rotor to operate in an extremely turbulent environment. During a right turn, the tail rotor experiences a reduction of thrust as it comes into the area of the main rotor disk vortex. The reduction in tail rotor thrust comes from the airflow changes experienced at the tail rotor as the main rotor disk vortex moves across the tail rotor disk.
The effect of the main rotor disk vortex initially increases the AOA of the tail rotor blades, thus increasing tail rotor thrust. The increase in the AOA requires that right pedal pressure be added to reduce tail rotor thrust in order to maintain the same rate of turn. As the main rotor vortex passes the tail rotor, the tail rotor AOA is reduced. The reduction in the AOA causes a reduction in thrust and right yaw acceleration begins. This acceleration can be surprising, since previously adding right pedal to maintain the right turn rate. This thrust reduction occurs suddenly, and if uncorrected, develops into an uncontrollable rapid rotation about the mast. When operating within this region, be aware that the reduction in tail rotor thrust can happen quite suddenly, and be prepared to react quickly to counter this reduction with additional left pedal input.

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