直升机飞行手册 Helicopter Flying Handbook

时间：2014-11-09 12:30来源：FAA 作者：直升机翻译 点击：次

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1. A vertical or nearly vertical descent of at least 300 fpm. (Actual critical rate depends on the gross weight, rpm, density altitude, and other pertinent factors.)
2. The rotor system must be using some of the available engine power (20–100 percent).
3. The horizontal velocity must be slower than effective translational lift.
Some of the situations that are conducive to a settling with power condition are: any hover above ground effect altitude, specifically attempting to hover OGE at altitudes above the hovering ceiling of the helicopter, attempting to hover OGE without maintaining precise altitude control, pinnacle or rooftop helipads when the wind is not aligned with the landing direction, and downwind and steep power approaches in which airspeed is permitted to drop below 10 knots depending on the type of helicopter.
When recovering from a settling with power condition, the pilot tends first to try to stop the descent by increasing collective pitch. However, this only results in increasing the stalled area of the rotor, thereby increasing the rate of descent. Since inboard portions of the blades are stalled, cyclic control may be limited. Recovery is accomplished by increasing airspeed, and/or partially lowering collective pitch. In many helicopters, lateral cyclic combined with lateral tailrotor thrust will produce the quickest exit from the hazard assuming that there are no barriers in that direction. In a fully developed vortex ring state, the only recovery may be to enter autorotation to break the vortex ring state.
Tandem rotor helicopters should maneuver laterally to achieve clean air in both rotors at the same time.
For settling with power demonstrations and training in recognition of vortex ring state conditions, all maneuvers should be performed at an altitude of 2000–3000 feet AGL to allow sufficient altitude for entry and recovery.
To enter the maneuver, come to an OGE hover, maintaining little or no airspeed (any direction), decrease collective to begin a vertical descent, and as the turbulence begins, increase collective. Then allow the sink rate to increase to 300 fpm or more as the attitude is adjusted to obtain airspeed of less than 10 knots. When the aircraft begins to shudder, the application of additional up collective increases the vibration and sink rate. As the power is increased, the rate of sink of the aircraft in the column of air will increase.
If altitude is sufficient, some time can be spent in the vortices, to enable the pilot to develop a healthy knowledge of the maneuver. However, helicopter pilots would normally initiate recovery at the first indication of settling with power. Recovery should be initiated at the first sign of vortex ring state by applying forward cyclic to increase airspeed and/ or simultaneously reducing collective. The recovery is complete when the aircraft passes through effective translational lift and a normal climb is established.
Common Errors
1. Too much lateral speed for entry into settling with power.
2. Excessive decrease of collective pitch.
Retreating Blade Stall
In forward flight, the relative airflow through the main rotor disk is different on the advancing and retreating side. The relative airflow over the advancing side is higher due to the forward speed of the helicopter, while the relative airflow on the retreating side is lower. This dissymmetry of lift increases as forward speed increases.
To generate the same amount of lift across the rotor disk, the advancing blade flaps up while the retreating blade flaps down. This causes the AOA to decrease on the advancing blade, which reduces lift, and increase on the retreating blade, which increases lift. At some point as the forward speed increases, the low blade speed on the retreating blade, and its high AOA cause a stall and loss of lift.
Retreating blade stall is a major factor in limiting a helicopter’s never-exceed speed (VNE) and its development can be felt by a low frequency vibration, pitching up of the nose, and a roll in the direction of the retreating blade. High weight, low rotor rpm, high density altitude, turbulence and/ or steep, abrupt turns are all conducive to retreating blade stall at high forward airspeeds. As altitude is increased, higher blade angles are required to maintain lift at a given airspeed. Thus, retreating blade stall is encountered at a lower forward airspeed at altitude. Most manufacturers publish charts and graphs showing a VNE decrease with altitude.

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