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(when a blade is ahead of its normal
position, it is leading, and when
behind, it is lagging). Semi-articulated
heads (as with the AStar) may have a
flexible coupling that allows foreand-
aft movement, but with no
flapping hinges – instead, the blades
flex when compensating for lift. The
pitch angle of the blades is changed
by feathering, i.e. allowing them to
rotate around their axes.
The speed at which the retreating
blade tip stalls depends on the total
pitch of the blade, that is, whatever
is set by the combination of
collective and cyclic. The cyclic input
will increase with speed, and the
outer part of the blade will stall first,
the maximum effect being felt just
aft of the trailing edge. In the cabin,
you will detect a rolling tendency
(usually towards the advancing
blade) and a rearward tilt, together
with stick and aircraft vibration and
reverse cyclic behaviour.
Thus, the helicopter stalls as a
function of going too fast, rather
than too slowly, as with an aeroplane
– the retreating blade flapping down
to increase its lift gets a very high
angle of attack, which announces
itself with a lot of vibration. Try to
avoid the problem if possible, by
watching your airspeed and keeping
away from VNE in gusty conditions.
Recover by lowering the collective.
The advancing blade can stall, too,
but from compressibility and high
speed buffeting when approaching
the speed of sound, which will limit
forward speed.
The rotor disc behaves like a
gyroscope, and is subject to precession,
meaning that an input doesn't have
an effect until 90° later in the
direction of rotation (see Instruments
for more on this). Thus, if you
pushed the cyclic forward, and the
controls were not corrected, you
would actually move left or right,
according to which way round the
32 JAR Private Pilot Studies
blades were going. To cater for this,
control inputs are applied in advance
of the blades' movement. Their
delayed response is phase lag.
The effects of this can be seen when
increasing the collective in forward
flight (say when taking off)– there
will be a roll towards the advancing
blade because the front portion of
the disc is always more efficient than
the rear, due to Transverse Flow, which
is a fore and aft disymmetry of lift.
When you raise the collective, the
front portion of the disc creates
more lift, which actually takes effect
over the retreating side, causing a
roll towards the advancing blades
(right, in a 206).
The reason why the disc produces
more lift at the front is because there
is more induced velocity at the rear,
and less angle of attack, and less lift.
Tail Rotor Drift
In the hover, the tail rotor provides
more of a force than is actually
required to counteract the torque
from the main rotor. In other words,
it's doing more work because it is
impractical to place antitorque thrust
at the front of the machine. In the
picture below, the blades rotating
around point O at points A are
counterbalanced with a double force
BB, as you would get with a typical
tail rotor. If you cancel out one each
of A and B, you are left with a side
loading that causes movement:
There is another way of looking at it,
though. If you had contra-rotating
main blades, the body would stay
still, because the counteracting
forces are in line with each other.
The tail rotor, however is out on the
end of the tailboom, and therefore
has a moment arm, and enough
leverage to cause movement.
The correction can be done simply
by holding the cyclic slightly offset
from its central position. Other ways
include offsetting the mast or the
engine, rigging the controls, or
causing the disc to tilt when the
collective is raised. None, however,
eliminate it completely.
Tail rotor drift is why helicopters go
one way or the other (depending on
which way the blades go round)
when the engine fails in the hover.
Disc Loading is calculated in
lbs/square foot and is obtained by
dividing thrust by the disk area. It
doesn't change by adding more
blades, or widening the existing
ones, but blade loading is lowered.
Tail Rotor Roll
If the tail rotor is below the level of
the main rotor, the drift mentioned
above will cause a couple with the
tail rotor thrust going the other way,
causing one or other of the skids to
be lower in the hover, depending on
　
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