The Art of the Helicopter John Watkinson - Karatunov.net

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Fig. 7.33 The false codes created if pure binary is used in an encoder. See text for details. number represents a different control position, and care must be taken during encoding to ensure that the control does not go outside the quantizing range, or it will be limited or clipped. In aviation many controls are bi-directional and have a centre neutral position. In Figure 7.35 it will be seen that in a ten-bit pure binary system, the number range goes from 000 hex, which represents the largest negative input, through 1FF16, which represents the smallest negative input, through 20016, which represents the smallest positive input, to 3FF16, which represents the largest positive input. Effectively, the neutral position of the control has been shifted so that both positive and negative inputs may be expressed as positive numbers only. This approach is called offset binary, and is perfectly acceptable where the control has been encoded solely for signalling from one place to another. Control 297
298 The Art of the Helicopter (a) (b) (c) Fig. 7.34 Binary (a), octal (b) and hexadecimal (c) principles.
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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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otates the rod in the screw thread.
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In the case of a rotor having offse
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The tail rotor designer is faced wi
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Fig. 5.5 A right-side wrong-directi
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centre of mass. The solution was to
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safe to start the rotors. However,
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Fig. 5.10 Tail plane locations: (a)
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Fig. 5.12 (a) A top-mounted fin is
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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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Page 262 and 263: Fig. 6.37 Displays which may be see
Page 264 and 265: Engines and transmissions 249 Fig.
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
Page 276 and 277: Fig. 7.2 (a) When attitude conditio
Page 278 and 279: fixed point in the hover despite ex
Page 280 and 281: (a) (b) Fig. 7.4 (a) The earth beha
Page 282 and 283: 7.4 Compass errors A magnetic compa
Page 284 and 285: In most cases the machine will have
Page 286 and 287: Fig. 7.7 The remote indicator for a
Page 288 and 289: is set by the use of a control knob
Page 290 and 291: Fig. 7.11 The VSI (vertical speed i
Page 292 and 293: Fig. 7.13 A chaser system which all
Page 294 and 295: e modified if the gyro is in a movi
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Page 298 and 299: arranged on opposite sides of the p
Page 300 and 301: Fig. 7.19 The turn indicator is spr
Page 302 and 303: 7.17 Airflow-sensing devices The he
Page 304 and 305: Fig. 7.24 Using RADAR signals. At (
Page 306 and 307: Fig. 7.27 Transducers used in signa
Page 308 and 309: Fig. 7.28 In PCM or digital signall
Page 310 and 311: (a) Fig. 7.30 Using slicing and rec
Page 314 and 315: Fig. 7.35 In a pure binary system,
Page 316 and 317: Fig. 7.38 Producing two’s complem
Page 318 and 319: Fig. 7.40 A power-assisted hydrauli
Page 320 and 321: Fig. 7.42 An electro-hydraulic valv
Page 322 and 323: path axis and the flybar axis diver
Page 324 and 325: and autostabilization, it also prov
Page 326 and 327: Fig. 7.47 The Lockheed gyrobar syst
Page 328 and 329: Fig. 7.49 In the Lockheed AMCS, the
Page 330 and 331: Fig. 7.50 With the autopilot diseng
Page 332 and 333: or without the AFCS. Systems of thi
Page 334 and 335: Thus if a VOR receiver detected a 9
Page 336 and 337: 7.29 Fault tolerance In feedback sy
Page 338 and 339: 8 Helicopter performance 8.1 Introd
Page 340 and 341: Helicopter performance 325 column i
Page 342 and 343: Helicopter performance 327 Fig. 8.1
Page 344 and 345: Helicopter performance 329 to skid
Page 346 and 347: (a) (b) Helicopter performance 331
Page 348 and 349: Helicopter performance 333 Fig. 8.7
Page 350 and 351: 8.7 Climbingand descending Helicopt
Page 352 and 353: Helicopter performance 337 In the c
Page 354 and 355: Helicopter performance 339 of its c
Page 356 and 357: 8.10 Stability Helicopter performan
Page 358 and 359: Fig. 8.13 The origin of pitchup ins
Page 360 and 361: 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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