To: Helo Teacher
I quote from the FAA Rotorcraft Flight Handbook page 11-10
During the low G condition lateral cyclic has little, if any, effect because the rotor thrust has been reduced. Also, in a counter-clockwise rotor system, there is no main rotor thrust component to the left to counteract the tail rotor thrust to the right and since the tail rotor is above the CG, the tail rotor thrust causes the helicopter to roll rapidly to the right. If you attempt to stop the right roll by applying full left cyclic before regaining main rotor thrust, the rotor can exceed its' flapping limits and cause structural failure of the rotor shaft due to mast bumping
Non applicable paragraph omitted.
If you do find yourself in a low G condition which can be recognizes by a feeling of weigntlessness and an uncontrolled roll to the right, you should immediately and smoothly apply aft cyclic. Do not attempt to correct the rolling action with lateral cyclic. By applying aft cyclic, you will load the rotor system, which in turn produces thrust. Once thrust is restored, left cyclic control becomes effective, and you can roll the helicopter to a level attitude.
It seems strange that these exact same words are in Safety Notice SN-11 in the Robinson POH. My question is did Robinson copy this material from the FAA or was it the other way around.
How does the text above differ from what I told Kyrilian?
Now, I would suggest that you look at the diagram to see how easy it is to input the wrong cyclic control. Too far to the right or even just on the centerline of cyclic movement you can add to the right roll. Too far to the left and you have lost your rotor. That is my whole argument relative to Zero G.
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The Cat
[This message has been edited by Lu Zuckerman (edited 12 December 2000).]
[This message has been edited by Lu Zuckerman (edited 12 December 2000).]