The Art of the Helicopter John Watkinson - Karatunov.net

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(a) (b) Rotors in practice 137 Fig. 4.16 The swashplate is a common method of controlling a rotor. (a) The two halves of the swashplate are connected by a ball bearing. (b) A mixer allows the swashplate to rise and fall with collective input whilst tilting with fore-and-aft cyclic inputs. and protruding below the gearbox. The lower end of the post is moved up and down to obtain collective pitch changes and from side to side in two axes to obtain cyclic pitch control. Figure 4.17 shows an installation in which the radial arms pass through slots in the rotor shaft. Such a system is used in the Lynx where a significant part of the control system is protected inside the rotor head. In the spider system, jointed rods approach the bottom end of the spider post in three axes, and tilt and lift the spider.
138 The Art of the Helicopter Fig. 4.17 A spider installation in which vertical movement of the spider controls collective pitch, whereas tilting the spider applies cyclic pitch. In this example the arms of the spider emerge through slots in the rotor shaft. In some cases the spider emerges from the top of the rotor shaft. The Enstrom has a control linkage in which the pitch control rods pass up the centre of the rotor shaft to give an extremely neat external appearance and reduced drag. Figure 4.18 shows that the rotor head is fitted with rocker arms to transfer pushrod motion to the pitch operating arms. The pushrods are connected to a miniature spider located below the gearbox. The spider itself swivels on a universal joint so it can tilt in two axes whilst turning with the rotor. The spider support slides up and down in the rotor shaft under the control of a fork on the collective crank. The cyclic control rods tilt the spider to obtain cyclic pitch variation about the average collective setting. Figure 4.19 shows the principle of servo tabs. Instead of attempting to change the blade pitch at the root, the blade is fitted with a small aerodynamic control surface rather like a miniature tail plane, typically at about 75% of rotor radius. Pushrods inside the blade allow the angle of the servo tab to be controlled. Servo tab systems have the advantage that the pilot only has to move the tab; the blade is moved by aerodynamic force on the tab. As a result power assistance is not necessary. The blade shank is made flexible to allow the tab to twist it. As the pitch control force is provided directly to the blade at an outboard location, there are structural and flutter resistance advantages. Servo tabs have been used extensively in the various models produced by Kaman, and are extremely effective. It is not clear why they have not been more popular elsewhere. In a zero-offset rotor head such as the one shown in Figure 4.16, the rotor has a phase lag of 90 ◦ and to compensate, the pitch operating arms have an advance angle of 90 ◦ . In this case, the swashplate tilts in two axes exactly as the cyclic stick does and
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The Art of the Helicopter
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The Art of the Helicopter John Watk
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Contents Preface xi Acknowledgement
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4.12 Feathering 134 4.13 Pitch cont
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8.5 Power management 326 8.6 Flying
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xii Preface reader to make sense of
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1 Introduction to rotorcraft 1.1 Ap
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Introduction to rotorcraft 3 Fig. 1
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Introduction to rotorcraft 9 for th
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Introduction to rotorcraft 11 Fig.
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(a) (b) (c) (d) Introduction to rot
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Fig. 1.18 The contra-rotating coaxi
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Fig. 1.20 The structure of a light
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Introduction to rotorcraft 19 wings
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Introduction to rotorcraft 21 a rot
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Technical background 23 Fig. 2.1 At
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Fig. 2.3 Effect of force on velocit
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C Force A E Resultant (a) Force B (
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(a) (b) Technical background 29 Fig
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Technical background 31 Fig. 2.11 A
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Technical background 33 Fig. 2.12 (
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Technical background 35 If the volu
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Fig. 2.16 The definition of a radia
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Technical background 39 force would
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Technical background 41 Figure 2.20
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Technical background 43 force where
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Technical background 45 the cosine
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Technical background 47 Fig. 2.28 F
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Technical background 49 Fig. 2.30 T
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Technical background 51 centripetal
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2.17 The gyroscope Technical backgr
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Technical background 55 of oscillat
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Technical background 57 the inertia
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Technical background 59 shut down a
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3 Introduction to helicopter dynami
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Introduction to helicopter dynamics
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(a) (c) (b) Introduction to helicop
Page 102 and 103: Introduction to helicopter dynamics
Page 104 and 105: (a) (b) (c) (d) Introduction to hel
Page 106 and 107: Fig. 3.23 Conditions for hover and
Page 110 and 111: (a) (b) Introduction to helicopter
Page 116 and 117: (a) (b) Introduction to helicopter
Page 132 and 133: 4.1 Introduction 4 Rotors in practi
Page 134 and 135: (a) (b) Rotors in practice 119 Fig.
Page 136 and 137: Rotors in practice 121 Designers of
Page 138 and 139: Rotors in practice 123 opposite occ
Page 140 and 141: Rotors in practice 125 Fig. 4.6 (a)
Page 142 and 143: Rotors in practice 127 assembly tha
Page 144 and 145: Rotors in practice 129 Pitch change
Page 146 and 147: × T=c× D Rotors in practice 131 F
Page 148 and 149: Rotors in practice 133 In a real he
Page 150 and 151: Rotors in practice 135 Fig. 4.15 Va
Page 154 and 155: Rotors in practice 139 Fig. 4.18 Th
Page 156 and 157: Rotors in practice 141 swashplate a
Page 158 and 159: Fig. 4.23 A fixed-pitch tilting hea
Page 160 and 161: Rotors in practice 145 Fig. 4.25 Bl
Page 162 and 163: Rotors in practice 147 Fig. 4.27 Ef
Page 164 and 165: Rotors in practice 149 Fig. 4.29 (a
Page 166 and 167: Rotors in practice 151 concerned ar
Page 168 and 169: Rotors in practice 153 and lag damp
Page 170 and 171: Rotors in practice 155 disappears a
Page 172 and 173: (d) (e) (f) Rotors in practice 157
Page 174 and 175: Rotors in practice 159 hull and a v
Page 176 and 177: Rotors in practice 161 Fig. 4.35 (C
Page 178 and 179: Rotors in practice 163 Abrasion is
Page 180 and 181: Rotors in practice 165 There are so
Page 182 and 183: eing more visible to ground personn
Page 184 and 185: otates the rod in the screw thread.
Page 186 and 187: In the case of a rotor having offse
Page 188 and 189: The tail rotor designer is faced wi
Page 190 and 191: Fig. 5.5 A right-side wrong-directi
Page 192 and 193: centre of mass. The solution was to
Page 194 and 195: safe to start the rotors. However,
Page 196 and 197: Fig. 5.10 Tail plane locations: (a)
Page 198 and 199: Fig. 5.12 (a) A top-mounted fin is
Page 200 and 201: Fig. 5.14 (a) Main rotor lateral ro
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long. The cross-section of the duct
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drag. However, the slots are emitti
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6 Engines and transmissions The pow
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Engines and transmissions 193 the D
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(a) (b) Engines and transmissions 1
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(a) (b) (c) Engines and transmissio
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Fig. 6.5 A typical horizontally opp
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Engines and transmissions 201 the v
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Engines and transmissions 203 The c
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6.9 The oil system Engines and tran
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Engines and transmissions 207 (non-
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(a) (b) Engines and transmissions 2
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Engines and transmissions 211 a hot
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Engines and transmissions 213 Fig.
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Engines and transmissions 215 In wa
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Engines and transmissions 217 is a
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Engines and transmissions 221 own t
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Fig. 6.16 The complex fuel system o
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Engines and transmissions 233 and c
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Engines and transmissions 237 Sensi
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Engines and transmissions 243 the A
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Fig. 6.37 Displays which may be see
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Engines and transmissions 251 slipr
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Engines and transmissions 253 a fau
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Engines and transmissions 255 resul
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Engines and transmissions 257 The p
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Fig. 7.1 (a) A minimal control loop
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Fig. 7.2 (a) When attitude conditio
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fixed point in the hover despite ex
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(a) (b) Fig. 7.4 (a) The earth beha
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7.4 Compass errors A magnetic compa
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In most cases the machine will have
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Fig. 7.7 The remote indicator for a
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is set by the use of a control knob
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Fig. 7.11 The VSI (vertical speed i
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Fig. 7.13 A chaser system which all
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e modified if the gyro is in a movi
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must be in steady flight when the D
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arranged on opposite sides of the p
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Fig. 7.19 The turn indicator is spr
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7.17 Airflow-sensing devices The he
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Fig. 7.24 Using RADAR signals. At (
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Fig. 7.27 Transducers used in signa
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Fig. 7.28 In PCM or digital signall
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(a) Fig. 7.30 Using slicing and rec
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Fig. 7.33 The false codes created i
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Fig. 7.35 In a pure binary system,
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Fig. 7.38 Producing two’s complem
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Fig. 7.40 A power-assisted hydrauli
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Fig. 7.42 An electro-hydraulic valv
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path axis and the flybar axis diver
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and autostabilization, it also prov
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Fig. 7.47 The Lockheed gyrobar syst
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Fig. 7.49 In the Lockheed AMCS, the
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Fig. 7.50 With the autopilot diseng
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or without the AFCS. Systems of thi
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Thus if a VOR receiver detected a 9
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7.29 Fault tolerance In feedback sy
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8 Helicopter performance 8.1 Introd
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Helicopter performance 325 column i
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Helicopter performance 327 Fig. 8.1
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Helicopter performance 329 to skid
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(a) (b) Helicopter performance 331
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Helicopter performance 333 Fig. 8.7
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8.7 Climbingand descending Helicopt
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Helicopter performance 337 In the c
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Helicopter performance 339 of its c
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8.10 Stability Helicopter performan
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Fig. 8.13 The origin of pitchup ins
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Helicopter performance 345 moment f
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9 Other types of rotorcraft Althoug
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Other types of rotorcraft 349 De la
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Other types of rotorcraft 351 Fig.
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Other types of rotorcraft 353 incre
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Other types of rotorcraft 355 and c
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Fig. 9.7 The Bell-Boeing Osprey til
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(a) (b) Other types of rotorcraft 3
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Other types of rotorcraft 365 a low
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Other types of rotorcraft 367 the y
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Other types of rotorcraft 371 the r
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Other types of rotorcraft 373 For e
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Acceleration: and force, 22-5 and v
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Convertiplane, 11-12, 355-8 Bell-Bo
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tanks, 219-20 turbine engines, 237-
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Lockheed flybar system, 309-13 AMCS
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centrifugal stiffening, 71, 100 and
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tail/main rotor interaction, 173 te
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