Originally Posted by
Ascend Charlie
The mast might break, but the blade is still attached to pitch change links from the swash plate, which could cause some ridiculous pitch inputs as the blade leaves its normal orbit. Thus the path thru the cabin / tail boom.
Was scratching my head on the TB strike case, the only ones I can recall occurred from CG shifts such as the loss of the TR and gearbox etc, or the HH3 tail fold faikure in flight. The retreating blade seems to most often rise. Just musing.
Loads on a rotor have highest peaks at any contact with ground from skid or wheels, and at entry into autorotation. The root strain there is much higher than any other time. Pitch link loads get high with the RTT type manoeuvre which is comparable to the conditions where jack stall can occur in one or two well known types. The blade loads otherwise are alleviated by hinges in the nain. The UH 1 rotor head is a robust structure although some in plane loads are absorbed by the structure and the coning loads out of plane are taken by the structure as well. TPP is damped by the counter weight input.. By comparison, those driving the elegant RHC 3 hinge heads in their ride should take care that the coning hinges have the right tension relative to the teeter hinge, the blade structure needs that relief, as does proper TPP control. If that head starts teetering from a coning hinge bad stuff can happen.
Just musin'