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直升機(jī)飛行手冊 Helicopter Flying Handbook

時間：2014-11-09 12:30來源：FAA 作者：直升機(jī)翻譯 點擊：次

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To counteract this torque-induced turning tendency, an antitorque rotor or tail rotor is incorporated into most helicopter designs. A pilot can vary the amount of thrust produced by the tail rotor in relation to the amount of torque produced by the engine. As the engine supplies more power to the main rotor, the tail rotor must produce more thrust to overcome the increased torque effect. This control change is accomplished through the use of antitorque pedals.
Translating Tendency (Drift)
During hovering flight, a single main rotor helicopter tends to move in the direction of tail rotor thrust. This lateral (or sideward) movement is called translating tendency.
[Figure 2-25]
To counteract this tendency, one or more of the following features may be used. All examples are for a counterclockwise rotating main rotor system.
. The main transmission is mounted at a slight angle to the left (when viewed from behind) so that the rotor mast has a built-in tilt to oppose the tail rotor thrust.
. Flight controls can be rigged so that the rotor disk is tilted to the left slightly when the cyclic is centered. Whichever method is used, the tip-path plane is tilted slightly to the left in the hover.
. If the transmission is mounted so the rotor shaft is vertical with respect to the fuselage, the helicopter “hangs” left skid low in the hover. The opposite is true for rotor systems turning clockwise when viewed from above. The helicopter fuselage will also be tilted when the tail rotor is below the main rotor disk and supplying antitorque thrust. The fuselage tilt is caused by the imperfect balance of the tail rotor thrust against the main rotor torque in the same plane. The helicopter tilts due to two separate forces, the main rotor disk tilt to neutralize the translating tendency and the lower tail rotor thrust below the plane of the torque action.
. In forward flight, the tail rotor continues to push to the right, and the helicopter makes a small angle with the wind when the rotors are level and the slip ball is in the middle. This is called inherent sideslip. For some larger helicopters, the vertical fin or stabilizer is often designed with the tail rotor mounted on them to correct this side slip and to eliminate some of the tilting at a hover. Also, by mounting the tail rotor on top of the vertical fin or pylon, the antitorque is more in line with or closer to the horizontal plane of torque, resulting in less airframe (or body) lean from the tail rotor. Having the tail rotor higher off the ground reduces the risk of objects coming in contact with the blades, but at the cost of increased weight and complexity.
Pendular Action
Since the fuselage of the helicopter, with a single main rotor, is suspended from a single point and has considerable mass, it is free to oscillate either longitudinally or laterally in the same way as a pendulum. This pendular action can be exaggerated by overcontrolling; therefore, control movements should be smooth and not exaggerated. [Figure 2-26]
The horizontal stabilizer tends to level the airframe in forward flight. However, in rearward flight, the horizontal stabilizer can press the tail downward, resulting in a tail strike if the helicopter is moved into the wind. Normally, with the helicopter mostly into the wind, the horizontal stabilizer experiences less headwind component as the helicopter begins rearward travel (downwind). When rearward flight groundspeed equals the windspeed, then the helicopter is merely hovering in a no-wind condition. However, rearward hovering into the wind requires considerable care and caution to prevent tail strikes.
Coning
In order for a helicopter to generate lift, the rotor blades must be turning. Rotor system rotation drives the blades into the air, creating a relative wind component without having to move the airframe through the air as with an airplane or glider. Depending on the motion of the blades and helicopter airframe, many factors cause the relative wind direction to vary. The rotation of the rotor system creates centrifugal force (inertia), which tends to pull the blades straight outward from the main rotor hub. The faster the rotation is, the greater the centrifugal force; and the slower the rotation is, the smaller the centrifugal force. This force gives the rotor blades their rigidity and, in turn, the strength to support the weight of the helicopter. The maximum centrifugal force generated is determined by the maximum operating rotor revolutions per minute (rpm).

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