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Mast bumping and other helo terror
- Thread starter wlawr005
- Start date
Wait, so what happened? On top of mast-bumping, did the main rotor strike the tail boom causing separation? That's a horrible fucking day. Basically turn flying machine into beveled brick.
Don't believe the patch-wearer's hype. SWTIs did not invent the term "bunting."
Yep. Took a cut out of the flimsy tail boom and it folded right up. Of course the blade came off after hitting the tail boom. NTSB said his FW training probably caused him to operate the cyclic like he would a stick in a plane once startled by the approaching rocket.
What, do you want to ride my short bus? :icon_winkI feel special...I got my own thread
It's not like the mast bump hadn't already screwed him over. Once the rotors have left the helo, there's not much more you can do. The fact that the rotors took the tail with it when it left just means that a little bit less of your helo will accompany you to your crash site.
Also, there are some helos where excessive aft cyclic and low collective can cause the MR to contact the tail boom. When I was at HSC-3, there was a IGB cover with a gash in it from a MR blade. Came within inches of hitting the IGB. H-3 and Hind are also notorious for this sort of behavior.
Oh, I'm well aware. I was just saying that's almost impressively bad how he managed to take the tail boom with the main rotors too.... Like insult to injury...
MasterBates
Well-Known Member
Roll..
You can maintain 1g and still come down.
You can maintain 1g and still come down.
Well, this mast bumping crap only applies to helos with a flapping rotor system. Fully articulated rotor systems allow for a lot more maneuverability. But, part of the bunt maneuver is to freeze the collective as you come over the ridge, which keeps power on the head and allows cyclic inputs to be effective.
If you go into lower g regimes in a 60, you can make a control input and the helo won't respond to the position of the rotor system. When you put power back on the head, the helo will follow rotors. Clear as mud?
You see, there's a mechanical axis and a virtual axis...The mechanical axis is basically the rotor shaft. The virtual axis is perpendicular to the tip path plane (or rotor disc, which tilts around as the cyclis is moved.). The virtual axis is basically the direction that the lift vector is going. The mechanical and virtual axis don't always line up. When you move the disc forward to accelerate forward, the virtual axis is no longer in line with the rotor shaft. The fuselage (and mechanical axis) will attempt to realign itself with the virtual axis, resulting in a nose down accelerating attitude. If you are in zero g, the mechanical axis can't realign with the virtual axis, meaning that the rotor disc is moving about but not moving the actual aircraft. crystal clear, right?
MasterBates
Well-Known Member
Basically, in short, with no G on the head in a 60, you "wallow" until you get G back on the head.
Like in a jet, you can bank over to knife edge, but until you put G on the head, you aint gonna turn.
Like in a jet, you can bank over to knife edge, but until you put G on the head, you aint gonna turn.
MB Isn't talking about using bank angle to increase descent rate (although it probably would to a degree). He is saying that using angle of bank to positively g-load the rotor-head while descending keeps you from the zero-g regime while still descending.