By Alastair K. Cooke, Eric W. H. Fitzpatrick

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Likewise, note the significance of compressibility and blade stall at high advance ratio. These two factors are often combined under a single term ‘tip effects’. 10 TAIL ROTOR POWER The discussion so far has only been concerned with determining the power required by a single main rotor. Such a rotor system will generate a torque reaction in the fuselage and without some form of anti-torque device the fuselage will spin uncontrollably. The most common anti-torque system is a small rotor affixed to a tail boom and orientated so that it generates a moment as it rotates which acts in opposition to the torque reaction.

1 Minimum rotor speed and rotor inertia It is vital that the RRPM does not decay too far following a loss of power as it may then be impossible to establish the aircraft in a stabilized autorotation. The rate of rotor speed decay is therefore a very important factor, and the minimum rotor speed below which recovery is impossible is of critical concern to the rotor system designer. It is rather difficult to determine the minimum rotor speed accurately but by making some reasonable assumptions it is possible to get a basic understanding of the issue.

6] is most often quoted: 1 v ó i0 tan V Note that since a cylindrical wake is assumed, the induced velocity at the rotor hub is used rather than the ultimate wake value of 2v . 15 shows a typical variation in skew angle with horizontal speed. 17] that the extra induced power required by non-uniform inflow can be taken into account by applying a factor to the estimate of induced power based on a uniform inflow. 10]. 4 Blade stall and drag divergence The high subsonic Mach numbers and high angles of attack experienced by rotor blades cause reductions in lifting performance (stall) and increases in drag (drag divergence).

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Helicopter Test and Evaluation by Alastair K. Cooke, Eric W. H. Fitzpatrick
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