The Art of the Helicopter John Watkinson - Karatunov.net

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Other types of rotorcraft 351 Fig. 9.2 A winged helicopter obtains some of its lift in flight from the wing. However, in the hover, the wing may cause a download. This Sikorsky S-67 prototype flew like a fighter but was not produced. than the pure helicopter, except at moderately high speed where the induced drag of the wing is less and the direction of the wing reaction has less rearward inclination. The reason for fitting a wing is shown in Figure 9.3. This shows how the load factor of a rotor and a wing vary with airspeed. The wing obviously shows a square law trend with airspeed, but the rotor does not. Although the advancing blade shows this trend, the extra lift cannot be used because it would cause imbalance with the reduced lift from the retreating blade. The simple helicopter is generally implemented as a low load factor machine because provision of a high load factor implies very poor L/D ratio in the hover. Thus if a high load factor is required in forward flight so that the helicopter can make tight banked turns, a good solution is to add a wing, as was done in the Sikorsky S-67 and the Boeing 347, neither of which entered production. Clearly the wing will be a drawback in the hover and climb where it will cause a download. It is also a problem in autorotation where it will produce an upload. Following an engine failure at high speed, the wing will carry on lifting and it will be difficult to maintain rotor speed. A winged helicopter may also be less controllable, depending on the rotor technology. Figure 4.13 showed that a teetering head can only produce control by directing the rotor thrust so that it no longer coincides with the CM. If the thrust is reduced because the wing is providing some of the load, the control power is reduced in proportion. A hingeless rotor will suffer less from this effect because it can transfer moments to the mast. Figure 9.4 shows the solutions Boeing tried out with the experimental 347. This was basically a CH-47 with a stretched hull, the stretch section being fitted with a wing.
352 The Art of the Helicopter Fig. 9.3 The wing produces lift as the square of the airspeed whereas the rotor does not. Thus a winged helicopter can have a higher load factor at speed. Fig. 9.4 The wing of the Boeing 347 could be set to 85 ◦ to reduce download in hover and had flaps to vary the camber according to flight conditions. It was also tested with four-blade rotors. In the hover the wing could be tilted 85 ◦ to reduce download. In translational flight the goal of the wing was to offload the rotors and improve load factor. The wing had flaps that could be used to adjust camber. The outer parts of the flaps could be used differentially to act as ailerons. In Figure 9.4 it will be seen that the wing incidence was programmed from airspeed and collective pitch in such a way that the appropriate degree of rotor unloading was obtained. The flap setting was computed from the collective setting and from a g-sensor measuring acceleration normal to the cockpit floor. In a high-g manoeuvre, such as a steep turn,
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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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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,
Page 316 and 317: Fig. 7.38 Producing two’s complem
Page 318 and 319: Fig. 7.40 A power-assisted hydrauli
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Page 338 and 339: 8 Helicopter performance 8.1 Introd
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Page 342 and 343: Helicopter performance 327 Fig. 8.1
Page 344 and 345: Helicopter performance 329 to skid
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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
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Page 362 and 363: 9 Other types of rotorcraft Althoug
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Page 368 and 369: Other types of rotorcraft 353 incre
Page 370 and 371: Other types of rotorcraft 355 and c
Page 372 and 373: Fig. 9.7 The Bell-Boeing Osprey til
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Page 376 and 377: Other types of rotorcraft 361 Fig.
Page 380 and 381: Other types of rotorcraft 365 a low
Page 382 and 383: Other types of rotorcraft 367 the y
Page 386 and 387: Other types of rotorcraft 371 the r
Page 388 and 389: Other types of rotorcraft 373 For e
Page 394 and 395: Acceleration: and force, 22-5 and v
Page 396 and 397: Convertiplane, 11-12, 355-8 Bell-Bo
Page 398 and 399: tanks, 219-20 turbine engines, 237-
Page 400 and 401: Lockheed flybar system, 309-13 AMCS
Page 402 and 403: centrifugal stiffening, 71, 100 and
Page 404 and 405: tail/main rotor interaction, 173 te
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