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

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

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When transitioning to forward flight either from a hover or taking off from the ground, pilots must be aware that as the helicopter speed increases, translational lift becomes more effective and causes the nose to rise, or pitch up (sometimes referred to as blowback). This tendency is caused by the combined effects of dissymmetry of lift and transverse flow. Pilots must correct for this tendency to maintain a constant rotor disk attitude that will move the helicopter through the speed range in which blowback occurs. If the nose is permitted to pitch up while passing through this speed range, the aircraft may also tend to roll to the right. To correct for this tendency, the pilot must continuously move the cyclic forward as velocity of the helicopter increases until the takeoff is complete and the helicopter has transitioned into forward flight.
Figureillustrates the changes in pitch angle as the cyclic is moved forward at increased airspeeds. At a hover, the cyclic is centered and the pitch angle on the advancing and retreating blades is the same. At low forward speeds, moving the cyclic forward reduces pitch angle on the advancing blade and increases pitch angle on the retreating blade. This causes a slight rotor tilt. At higher forward speeds, the pilot must continue to move the cyclic forward. This further reduces pitch angle on the advancing blade and further increases pitch angle on the retreating blade. As a result, there is even more tilt to the rotor than at lower speeds.
A horizontal lift component (thrust) generates higher helicopter airspeed. The higher airspeed induces blade flapping to maintain symmetry of lift. The combination of flapping and cyclic feathering maintains symmetry of lift and desired attitude on the rotor system and helicopter.
Translational Lift
Improved rotor efficiency resulting from directional flight is called translational lift. The efficiency of the hovering rotor system is greatly improved with each knot of incoming wind gained by horizontal movement of the aircraft or surface wind. As the incoming wind produced by aircraft movement or surface wind enters the rotor system, turbulence and vortices are left behind and the flow of air becomes more horizontal. In addition, the tail rotor becomes more aerodynamically efficient during the transition from hover to forward flight. Figuresandshow the different airflow patterns at different speeds and how airflow affects the efficiency of the tail rotor.
Effective Translational Lift (ETL)
While transitioning to forward flight at about 16 to 24 knots, the helicopter goes through effective translational lift (ETL). As mentioned earlier in the discussion on translational lift, the rotor blades become more efficient as forward airspeed increases. Between 16 and 24 knots, the rotor system completely outruns the recirculation of old vortices and begins to work in relatively undisturbed air. The flow of air through the rotor system is more horizontal; therefore, induced flow and induced drag are reduced. The AOA is effectively increased, which makes the rotor system operate more efficiently. This increased efficiency continues with increased airspeed until the best climb airspeed is reached, and total drag is at its lowest point.
As speed increases, translational lift becomes more effective, nose rises or pitches up, and aircraft rolls to the right. The combined effects of dissymmetry of lift, gyroscopic precession, and transverse flow effect cause this tendency. It is important to understand these effects and anticipate correcting for them. Once the helicopter is transitioning through ETL, the pilot needs to apply forward and left lateral cyclic input to maintain a constant rotor-disk attitude. [Figure 2-39]
Translational Thrust
Translational thrust occurs when the tail rotor becomes more aerodynamically efficient during the transition from hover to forward flight. As the tail rotor works in progressively less turbulent air, this improved efficiency produces more antitorque thrust, causing the nose of the aircraft to yaw left (with a main rotor turning counterclockwise) and forces the pilot to apply right pedal (decreasing the AOA in the tail rotor blades) in response. In addition, during this period, the airflow affects the horizontal components of the stabilizer found on most helicopters which tends to bring the nose of the helicopter to a more level attitude.

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