peeush
21st Jan 2011, 16:54
Hi People,
I had floated a query about control saturation in helicopters some time back.
I'm still looking for some unaddressed aspects of the same.
Here's the situation as I could state as explicitly-
'During sustained high 'g' banked turns (direction of turn will depend on the rotation of the blades) the lateral mechanical limit of the cyclic is reached-----The pilot may recover by reducing the 'g' loading or even by application of the 'Top' rudder. (This has been seen practically as well)----.
Here goes my understanding of the phenomenon--
As the helicopter banks, the blade at the nose of the helicopter experiences an airflow (the helicopter is also moving ahead !!) which may be from 'above' the disc or even 'below' the disc. In case, it is 'above' the disc it may result in reduction in the angle of attack due to increased 'induced flow'. For a clockwise turning rotor (when seen from above) mounted on a helicopter banking left, this may cause the disc to flap down to the retreating side (or to the right). However, if this airflow is from below - which is the case during high 'g' banked turns, this results in an increase of angle of attack resulting in the disc to flap 'up' as it retreats on the right side. If our helicopter is in a left banked turn this may cause it roll further left. However, if the pilot intends to maintain the original bank angle he/she will be required to move the cyclic further 'right' (outside the turn; against the resultant flapping). Ultimately, during a sustained high 'g' turn this may result in the pilot running out of the possible lateral cyclic mechanical movement to the right. We have reached now achieved CONTROL SATURATION.
This phenomenon is more likely to be seen in rigid rotors due to associated high control moments.
I think this as a 'Control Margin' issue. There are other explanations of this phenomenon using retreating blade stall. I somehow need more convincing on this explanation since the retreating blade stall in the above example will cause the helicopter to roll right and not further to the left.
Well ...... that's all I guess-
Can any of readers help me make more knowledgeable on the subject.
Thanks anyway for the reading..
I had floated a query about control saturation in helicopters some time back.
I'm still looking for some unaddressed aspects of the same.
Here's the situation as I could state as explicitly-
'During sustained high 'g' banked turns (direction of turn will depend on the rotation of the blades) the lateral mechanical limit of the cyclic is reached-----The pilot may recover by reducing the 'g' loading or even by application of the 'Top' rudder. (This has been seen practically as well)----.
Here goes my understanding of the phenomenon--
As the helicopter banks, the blade at the nose of the helicopter experiences an airflow (the helicopter is also moving ahead !!) which may be from 'above' the disc or even 'below' the disc. In case, it is 'above' the disc it may result in reduction in the angle of attack due to increased 'induced flow'. For a clockwise turning rotor (when seen from above) mounted on a helicopter banking left, this may cause the disc to flap down to the retreating side (or to the right). However, if this airflow is from below - which is the case during high 'g' banked turns, this results in an increase of angle of attack resulting in the disc to flap 'up' as it retreats on the right side. If our helicopter is in a left banked turn this may cause it roll further left. However, if the pilot intends to maintain the original bank angle he/she will be required to move the cyclic further 'right' (outside the turn; against the resultant flapping). Ultimately, during a sustained high 'g' turn this may result in the pilot running out of the possible lateral cyclic mechanical movement to the right. We have reached now achieved CONTROL SATURATION.
This phenomenon is more likely to be seen in rigid rotors due to associated high control moments.
I think this as a 'Control Margin' issue. There are other explanations of this phenomenon using retreating blade stall. I somehow need more convincing on this explanation since the retreating blade stall in the above example will cause the helicopter to roll right and not further to the left.
Well ...... that's all I guess-
Can any of readers help me make more knowledgeable on the subject.
Thanks anyway for the reading..