Timebuilder
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- Nov 25, 2001
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FracCapt said:Mast bumping is still very much a problem - but the training these days adressing it is much better. When an abrupt maneuver is made that places low G loads on the rotor, the aircraft is no long pivoting underneath the rotor because it's not supporting the weight. Abrupt or excessive control inputs cause the rotor to move very quickly, and it can go beyond its design limits and part of the rotor head will actually make contact with the rotor mast. If this happens too much or too hard, the mast cracks....and when the mast finally fails, bye bye rotor. This is not just a problem with the Robinson line, but with all helicopters with a semi-rigid rotor system - including all of the Bell 200 series, the Huey, and several other types. Mast bumping was actually discovered on the Hueys back in the Vietnam time frame...and pilots were trained to avoid situations that cause it whenever possible.
Mast bumping occurs more on the Robinsons than other types because the most inexperienced pilots are flying the Robinsons. By the time somebody is experienced enough to be flying most of the other helicopter suseptible to this problem(which are mostly turbine), they know what to avoid, and how to correct it if you get into a low G situation.
OK. I was hoping for a clarification geared towrd someone who might not be familiar with the concepts, such as myself.When an abrupt maneuver is made that places low G loads on the rotor, the aircraft is no long pivoting underneath the rotor because it's not supporting the weight. Abrupt or excessive control inputs cause the rotor to move very quickly, and it can go beyond its design limits and part of the rotor head will actually make contact with the rotor mast. If this happens too much or too hard, the mast cracks....and when the mast finally fails, bye bye rotor.
Birdstrike addressed it very well. I should have stated Low G maneuvers rather than low G loads. Just like an airplane...in forward flight, push the cyclic forward quickly, and you create low or negative G's. The lower the G's, the less effective the rotor disc is(which controls all movement except for yaw). Everything I'm referencing here is strictly cyclic inputs - not collective or anti-torque pedal. When the disc is lightly loaded(therefore ineffective), the limits of the teetering hinge can be exceeded, which allows the lower part of the rotor head(a few inches below where the rotor blades attach to the hub) to contact the mast.What kind of "abrupt maneuver" would place "low G loads" on the rotor? Is the pivoting mentioned refering to the use of the antitorque pedals, or their incorrect or ineffective use?
Are "abrupt of excessive control inputs" a referece to "yanking" on the cyclic or collective?
Because the maneuver he described - dumping the cyclic and loading the disc by pulling more collective - is very much a perfect timing maneuver. Screw it up, and you end up with mast bumping...possibly more severe than if you had just dumped the cyclic and left the collective in position. It's best to just avoid the potential situation. Of course, when you're in combat - you do what it takes to survive, and if that means doing something you were taught never to do because it "could cause a problem"....so be it.Timebuilder said:One question: why is the Vietnam maneuver you described "illegal" today?
Only helicopters with two rotor blades are subject to mast bumping. Anything with more than two blades on the rotor system is either a rigid or articulated system, and therefore not subject to mast bumping. They each have their own issues, though. Not all two blade rotor systems are semi-rigid - some are rigid systems(which are not subject to mast bumping). I don't know of any helicopters in the military that are semi rigid that haven't been operated in the military for many, many years. Some of these military guys might know of some...but I know they still operate OH58's, AH1's, and UH1's.Do modern helicopters used by the military have an improved rotor system that avoids the mast bumping problem?