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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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From the neutral position, applying right pedal causes the nose of the helicopter to yaw right and the tail to swing to the left. Pressing on the left pedal has the opposite effect: the nose of the helicopter yaws to the left and the tail swings right. [Figure 3-6]
With the antitorque pedals in the neutral position, the tail rotor has a medium positive pitch angle. In medium positive pitch, the tail rotor thrust approximately equals the torque of the main rotor during cruise flight, so the helicopter maintains a constant heading in level flight.
A vertical fin or stabilizer is used in many single-rotor helicopters to help aid in heading control. The fin is designed to optimize directional stability in flight with a zero tail rotor thrust setting. The size of the fin is crucial to this design. If the surface is too large, the tail rotor thrust may be blocked. Heading control would be more difficult at slower airspeeds and at a hover and the vertical fin would then weathervane.
Helicopters that are designed with tandem rotors do not have an antitorque rotor. The helicopter is designed with both rotor systems rotating in opposite directions to counteract the torque rather than a tail rotor. Directional antitorque pedals are used for directional control of the aircraft while in flight, as well as while taxiing with the forward gear off the ground.
In intermeshing rotor systems, which are a set of two rotors turning in opposite directions with each rotor mast mounted on the helicopter with a slight angle to the other so that the blades intermesh without colliding, and a coaxial rotor systems, which are a pair of rotors mounted one above the other on the same shaft and turning in opposite directions, the heading pedals control the heading of the helicopter while at a hover by imbalancing torque between the rotors, allowing for the torque to turn the helicopter.
Chapter Summary
This chapter introduced the pilot to the major flight controls and how they work in relation to each other. The chapter also correlates the use of flight controls and aerodynamics and how the two work together to make flight possible.
Fuselage
The fuselage, the outer core of the airframe, is an aircraft’s main body section that houses the cabin which holds the crew, passengers, and cargo. Helicopter cabins have a variety of seating arrangements. Most have the pilot seated on the right side, although there are some with the pilot seated on the left side or center. The fuselage also houses the engine, the transmission, avionics, flight controls, and the powerplant.
[Figure 4-1]
Main Rotor System
The rotor system is the rotating part of a helicopter which generates lift. The rotor consists of a mast, hub, and rotor blades. The mast is a hollow cylindrical metal shaft which extends upwards from and is driven and sometimes supported by the transmission. At the top of the mast is the attachment point for the rotor blades called the hub. The rotor blades are then attached to the hub by any number of different methods. Main rotor systems are classified according to how the main rotor blades are attached and move relative to the main rotor hub. There are three basic classifications: semirigid, rigid, or fully articulated. Some modern rotor systems, such as the bearingless rotor system, use an engineered combination of these types.
Semirigid Rotor System
A semirigid rotor system is usually composed of two blades that are rigidly mounted to the main rotor hub. The main rotor hub is free to tilt with respect to the main rotor shaft on what is known as a teetering hinge. This allows the blades to flap together as a unit. As one blade flaps up, the other flaps down. Since there is no vertical drag hinge, lead/lag forces are absorbed and mitigated by blade bending. The semirigid rotor is also capable of feathering, which means that the pitch angle of the blade changes. This is made possible by the feathering hinge. [Figure 4-2]
The underslung rotor system mitigates the lead/lag forces by mounting the blades slightly lower than the usual plane of rotation, so the lead and lag forces are minimized. As the blades cone upward, the center of pressures of the blades are almost in the same plane as the hub. Whatever stresses are remaining bend the blades for compliance.

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