直升機飛行手冊 Helicopter Flying Handbook

時間：2014-11-09 12:30來源：FAA 作者：直升機翻譯 點擊：次

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Total Drag
Total drag for a helicopter is the sum of all three drag forces. [Figure 2-9] As airspeed increases, parasite drag increases,
Induced Drag
Induced drag is generated by the airflow circulation around the rotor blade as it creates lift. The high pressure area beneath the blade joins the low pressure area above the blade at the trailing edge and at the rotor tips. This causes a spiral, or vortex, which trails behind each blade whenever lift is being produced. These vortices deflect the airstream downward in the vicinity of the blade, creating an increase in downwash. Therefore, the blade operates in an average relative wind that is inclined downward and rearward near the blade. Because the lift produced by the blade is perpendicular to the relative wind, the lift is inclined aft by the same amount. The component of lift that is acting in a rearward direction is induced drag. [Figure 2-8]
while induced drag decreases. Profile drag remains relatively constant throughout the speed range with some increase at higher airspeeds. Combining all drag forces results in a total drag curve. The low point on the total drag curve shows the airspeed at which drag is minimized. This is the point where the lift-to-drag ratio is greatest and is referred to as L/DMAX. At this speed, the total lift capacity of the helicopter, when compared to the total drag of the helicopter, is most favorable. This is an important factor in helicopter performance.
Airfoil
Helicopters are able to fly due to aerodynamic forces produced when air passes around the airfoil. An airfoil is any surface producing more lift than drag when passing through the air at a suitable angle. Airfoils are most often associated with production of lift. Airfoils are also used for stability (fin), control (elevator), and thrust or propulsion (propeller or rotor). Certain airfoils, such as rotor blades, combine some of these functions. The main and tail rotor blades of the helicopter are airfoils, and air is forced to pass around the blades by mechanically powered rotation. In some conditions, parts of the fuselage, such as the vertical and horizontal stabilizers, can become airfoils. Airfoils are carefully structured to accommodate a specific set of flight characteristics.
Airfoil Terminology and Definitions
. Blade span—the length of the rotor blade from center of rotation to tip of the blade.
. Chord line—a straight line intersecting leading and trailing edges of the airfoil. [Figure 2-10]
. Chord—the length of the chord line from leading edge to trailing edge; it is the characteristic longitudinal dimension of the airfoil section.
. Mean camber line—a line drawn halfway between the upper and lower surfaces of the airfoil. [Figure 2-10]
The chord line connects the ends of the mean camber line. Camber refers to curvature of the airfoil and may be considered curvature of the mean camber line. The shape of the mean camber is important for determining aerodynamic characteristics of an airfoil section. Maximum camber (displacement of the mean camber line from the chord line) and its location help to define the shape of the mean camber line. The location of maximum camber and its displacement from the chord line are expressed as fractions or percentages of the basic chord length. By varying the point of maximum camber, the manufacturer can tailor an airfoil for a specific purpose. The profile thickness and thickness distribution are important properties of an airfoil section.
. Leading edge—the front edge of an airfoil.
[Figure 2-10]
. Flightpath velocity—the speed and direction of the airfoil passing through the air. For airfoils on an airplane, the flightpath velocity is equal to true airspeed (TAS). For helicopter rotor blades, flightpath velocity is equal to rotational velocity, plus or minus a component of directional airspeed. The rotational velocity of the rotor blade is lowest closer to the hub and increases outward towards the tip of the blade during rotation.

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