retreating
blade stallA tendency for the retreating
blade to stall in forward flight is inherent in all present day helicopters and
is a major factor in limiting their forward speed. Just as the stall of an
airplane wing limits the low speed possibilities of the airplane, the stall of a
rotor blade limits the high speed potential of a helicopter. The airspeed of the
retreating blade (the blade moving away from the direction of flight) slows down
as forward speed increases. The retreating blade must, however, produce an
amount of lift equal to that of the advancing blade. Therefore, as the airspeed
of the retreating blade decreases with forward aircraft speed, the blade angle
of attack must be increased to equalize lift throughout the rotor disk area. As
this angle increase is continued, the blade will stall at some high forward
speed.
As forward airspeed increases,
the "no lift" areas move left of centre, covering more of the retreating blade
sectors:
This requires more lift at the
outer retreating blade portions to compensate for the loss of lift of the
inboard retreating sections. In the area of reversed flow, the rotational
velocity of this blade section is slower than the aircraft airspeed; therefore,
the air flows from the trailing to leading edge of the airfoil. In the negative
stall area, the rotational velocity of the airfoil is faster than the aircraft
airspeed, therefore air flows from leading to trailing edge of the blade.
However due to the relative arm and induced flow, blade flapping is not
sufficient to produce a positive angle of attack. Blade flapping and rotational
velocity in the negative lift area are sufficient to produce a positive angle of
attack, but not to a degree that produces appreciable lift.
This figure shows a rotor disk
that has reached a stall condition on the retreating side:
It is assumed that the stall
angle of attack for this rotor system is 14 degrees. Distribution of angle of
attack along the blade is shown at eight positions in the rotor disk. Although
the blades are twisted and have less pitch at the tip than at the root, angle of
attack is higher at the tip because of induced airflow.
Upon entry into blade stall, the
first effect is generally a noticeable vibration of the helicopter. This is
followed by a rolling tendency and a tendency for the nose to pitch up. The
tendency to pitch up may be relatively insignificant for helicopters with
semirigid rotor systems due to pendular action. If the cyclic stick is held
forward and collective pitch is not reduced or is increased, this condition
becomes aggravated; the vibration greatly increases, and control may be lost. By
being familiar with the conditions which lead to blade stall, the pilot should
realize when his is flying under such circumstances and should take corrective
action.
The major warnings of
approaching retreating blade stall conditions are:
- Abnormal vibration
- Pitchup of the nose
- Tendency for the helicopter to roll in the direction of the stalled side.
When operating at high forward airspeeds, the following conditions are most
likely to produce blade stall:
- High blade loading (high gross weight)
- Low rotor RPM
- High density altitude
- Steep or abrupt turns
- Turbulent air
When flight conditions are such that blade stall is likely, extreme caution
should be exercised when manoeuvring. An abrupt manoeuvre such as a steep turn or
pullup may result in dangerously severe blade stall. Aircraft control and
structural limitations of the helicopter would be threatened.
Blade stall normally occurs when airspeed is high. To prevent blade stall,
the pilot must fly slower than normal when:
- The density altitude is much higher than standard
- Carrying maximum weight loads
- Flying high drag configurations such as floats, external stores, weapons,
speakers, floodlights, sling loads, etc.
- The air is turbulent
When the pilot suspects blade stall, he can possibly prevent it from
occurring by sequentially:
- Reducing power (collective pitch)
- Reducing airspeed
- Reducing "G" loads during
manoeuvring
- Increasing RPM to upper allowable limit
- Checking pedal trim
In severe blade stall, the pilot loses control. The helicopter will pitch up
violently and roll to the left. The only corrective action then is to accomplish
procedures as indicated previously to shorten the duration of the stall and
regain control.
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