The Art of the Helicopter John Watkinson - Karatunov.net

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Engines and transmissions 219 Fig. 6.13 The slipper big end of the Continental aeroDiesel allows both connecting rods to share the same crank pin. 6.16 Cooling systems Most aviation piston engines are air cooled because in a fixed-wing aircraft a supply of cooling air is easy to come by. This argument is not so powerful in a helicopter in which the relative merits of air and water cooling need to be carefully examined. Air-cooled engines reach higher peak temperatures and need looser tolerances to prevent seizing. Actually the air-cooled engine obtains a significant amount of cooling from the oil. The oil-cooling system will be heavier in consequence. The cylinders need to be further apart to allow space for the cooling fins needed to increase the surface area of the cylinder and head. This lengthens the engine and makes it heavier. The in-line configuration is not good for air cooling because the cylinders at the back run hotter and the crankcase is very long. The radial engine is the ultimate air-cooled configuration because all of the cylinders receive equal cooling and the crankcase is short and compact. However, the frontal area and drag are significant. In high performance piston-engine aircraft, such as the Spitfire, the frontal area of the engine had to be reduced as much as possible. This was done using in-line or vee construction that dictated water cooling. In the Spitfire the drag of the radiator and the vee engine together is less than if air cooling was used. Water has a much higher specific heat than air and so a smaller mass of water can carry away the heat. This means that the cylinders can be closer together because no fins are required. This makes the crankcase shorter and the crankshaft can be lighter. When designed from the outset to be water cooled, an engine with radiator need be no heavier than an air-cooled engine and it will be quieter. In the helicopter there will be no slipstream in the hover and a cooling fan will be needed whatever the cooling technique. The power loss of an engine-driven fan is considerable, as is the noise it creates and any viable alternative deserves study. 6.17 The fuel system The fuel system of a light helicopter is reasonably simple and the installation used in an Enstrom F28 is shown in Figure 6.14. The object of the fuel system is to ensure a reliable delivery of uncontaminated fuel at consistent pressure to the carburettor or fuel injection system. The fuel system begins with the tanks. These are invariably installed as a pair, one each side of the mast. The tanks are as close as possible to the CM so that fore-and-aft trim is unaffected as fuel burns off. The two tanks are cross-connected with fuel and
220 The Art of the Helicopter Fig. 6.14 The fuel system of a light piston-engine helicopter. See text for details. vent pipes so that fuel is used equally from both tanks. This prevents a lateral trim change. As the fuel level is equal in the two tanks, only one fuel level gauge is needed. The transmitter in the tank is connected electrically to the gauge on the instrument panel and so the gauge only works when the master switch is on. It is wise not to place too much trust in float gauges and it is good practice to check the level in the tank itself. Some machines have sight gauges in the walls of the tank. Otherwise a good old-fashioned dipstick can be used. Mandatory placards are placed near the tank filler caps to indicate the type of fuel to be used. RED for AVGAS, BLACK for AVTUR. It is vital that the correct fuel is loaded. Whilst a turbine will run on AVGAS, a piston engine will stop if AVTUR reaches it. Since AVTUR is denser than AVGAS, it will probably find its way to the engine whilst the machine is still on the ground. A mixture of the two fuels has a very low octane, and the engine could suffer damage from detonation before it stops. When filling the tanks some consideration should be given to the fact that fuel will expand as the temperature increases. If the machine is to be flown immediately, there is little need for concern, but if the machine is to be left in the sun for any length of time there must be headspace for the fuel to expand into or it may overflow. The commonest form of fuel contamination is water. Whilst in storage, as a tank is emptied, air fills the space above, bringing moisture with it. Condensation due to low temperatures results in water in the fuel. Condensation can also occur in the helicopter’s
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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
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(a) (b) (c) (d) Introduction to hel
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Fig. 3.23 Conditions for hover and
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(a) (b) Introduction to helicopter
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(a) (b) Introduction to helicopter
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4.1 Introduction 4 Rotors in practi
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(a) (b) Rotors in practice 119 Fig.
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Rotors in practice 121 Designers of
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Rotors in practice 123 opposite occ
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Rotors in practice 125 Fig. 4.6 (a)
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Rotors in practice 127 assembly tha
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Rotors in practice 129 Pitch change
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× T=c× D Rotors in practice 131 F
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Rotors in practice 133 In a real he
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Rotors in practice 135 Fig. 4.15 Va
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(a) (b) Rotors in practice 137 Fig.
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Rotors in practice 139 Fig. 4.18 Th
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Rotors in practice 141 swashplate a
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Fig. 4.23 A fixed-pitch tilting hea
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Rotors in practice 145 Fig. 4.25 Bl
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Rotors in practice 147 Fig. 4.27 Ef
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Rotors in practice 149 Fig. 4.29 (a
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Rotors in practice 151 concerned ar
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Rotors in practice 153 and lag damp
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Rotors in practice 155 disappears a
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(d) (e) (f) Rotors in practice 157
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Rotors in practice 159 hull and a v
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Rotors in practice 161 Fig. 4.35 (C
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Rotors in practice 163 Abrasion is
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Rotors in practice 165 There are so
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eing more visible to ground personn
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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
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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
Page 202 and 203: long. The cross-section of the duct
Page 204 and 205: drag. However, the slots are emitti
Page 206 and 207: 6 Engines and transmissions The pow
Page 208 and 209: Engines and transmissions 193 the D
Page 210 and 211: (a) (b) Engines and transmissions 1
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Page 214 and 215: Fig. 6.5 A typical horizontally opp
Page 216 and 217: Engines and transmissions 201 the v
Page 218 and 219: Engines and transmissions 203 The c
Page 220 and 221: 6.9 The oil system Engines and tran
Page 222 and 223: Engines and transmissions 207 (non-
Page 224 and 225: (a) (b) Engines and transmissions 2
Page 226 and 227: Engines and transmissions 211 a hot
Page 228 and 229: Engines and transmissions 213 Fig.
Page 230 and 231: Engines and transmissions 215 In wa
Page 232 and 233: Engines and transmissions 217 is a
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Page 238 and 239: Fig. 6.16 The complex fuel system o
Page 248 and 249: Engines and transmissions 233 and c
Page 252 and 253: Engines and transmissions 237 Sensi
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Page 262 and 263: Fig. 6.37 Displays which may be see
Page 266 and 267: Engines and transmissions 251 slipr
Page 268 and 269: Engines and transmissions 253 a fau
Page 270 and 271: Engines and transmissions 255 resul
Page 272 and 273: Engines and transmissions 257 The p
Page 274 and 275: Fig. 7.1 (a) A minimal control loop
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Page 282 and 283: 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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