Die Lösungen müssen manuell überpüft werden. Die Buchstaben stimmen nicht mehr überein.
|
|
- Roland Dorsey
- 5 years ago
- Views:
Transcription
1 HELI Final Test 2015, Winterthur NAME: Mark the best answer. A B C D A B C D Die Lösungen müssen manuell überpüft werden. Die Buchstaben stimmen nicht mehr überein. 1
2 1 Principles of Flight 1.1 Generation of a Lift Force / Induced Velocity 1. How could we justify that low Disc Loading provides high aerodynamic efficiency in hover flight? (A) Power Loading, a measure of aerodynamic efficiency, decreases when Disc Loading decreases. (B) Power Loading, a measure of helicopter performance, increases when Disc Loading decreases. (C) Power Loading, a measure of aerodynamic efficiency, increases when Disc Loading increases. (D) Power Loading, a measure of aerodynamic efficiency, increases when Disc Loading decreases. 2. What is the relation between Induced Velocity and Disc Loading? (A) Induced Velocity is independent of Disc Loading. (B) Induced Velocity is proportional to the square root of Disc Loading. (C) Induced Velocity is inversely proportional to the square root of Disc Loading. (D) Induced Velocity is proportional to the square root of Disc Loading but only in forward flight. 3. What is the best definition of Figure of Merit (FM) of a rotor? (A) FM compares the power required by a rotor to the power required by an ideal rotor without losses. (B) FM compares the power required by a rotor to the power required by an ideal rotor without Induced Velocity. (C) FM compares the power required by a rotor to the power required by a rotor with infinite radius. (D) FM compares the power required by a rotor to the power required by a wing in order to generate the same Lift force. 4. What is the relation between the Induced Velocity and the horizontal speed of a helicopter? (A) Induced Velocity tends to decrease with increasing horizontal helicopter speed but increases with increasing vertical helicopter speed. (B) Induced Velocity is independent of helicopter speed. (C) Induced Velocity tends to decrease with increasing helicopter speed. (D) Induced Velocity tends to increase with increasing helicopter speed. 5. How could the Vortex Ring (VR) flight condition be described best? (A) VR refers to a dangerous but stable rotor condition where irregular air re-circulation through the rotor disc is due to the fact that Induced Velocity and Rate of Descent have a comparable magnitude. (B) VR refers to an unstable rotor condition where irregular air re-circulation through the rotor disc is due to the fact that Induced Velocity and Rate of Descent have a comparable magnitude. (C) VR refers to an unstable rotor condition where mast bumping is due to the fact that Induced Velocity and Rate of Descent have a comparable magnitude. (D) VR refers to an unstable rotor condition where irregular air re-circulation through the rotor disc is due to the fact that Induced Velocity and horizontal speed have a comparable magnitude. 2
3 6. Tail wind during the approach may cause the helicopter to enter the Vortex Ring condition. This is due to tail wind increasing the amount of air flowing through the rotor disc upwards (from below the rotor disc to above it). How could this lead to Vortex Ring? (A) Tail wind artificially increases the rate of descent. (B) Tail wind increases helicopter speed. (C) Tail wind artificially decreases the rate of descent. (D) Wind may be turbulent. 7. How can the Windmilling state be best described? (A) Blade flapping angles and rate of descent are such that the aerodynamic forces generated drives the rotor. (B) Blade pitch angle and rate of descent are such that the aerodynamic forces are zero. (C) Blade pitch angle and rate of descent are such that the aerodynamic forces generated drives the rotor. (D) Blade pitch angle and rate of descent are such that the aerodynamic forces generates the lift required. 1.2 Main Rotor Aerodynamics 8. What is at the origin of the asymmetry of aerodynamic forces in forward flight? (A) The combination of rotation and rate of descent, observed in a frame of reference rotating with the blade. (B) The combination of rate of descent and forward speed, observed in a frame of reference rotating with the blade. (C) The combination of rotation and forward speed, observed in a frame of reference rotating with the blade. (D) The combination of rotation and forward speed. 9. What is the relation between flapping and a blade s angle of attack? (A) The angle of attack decreases, when a blade flaps upwards, but only in hover flight. (B) The angle of attack does not depend on flapping. (C) The angle of attack decreases, when a blade flaps upwards. (D) The angle of attack increases, when a blade flaps upwards. 10. What are the causes of the so-called flapback of the rotor in forward flight? (A) Flapback normally indicates the excessive flapping of the blades due to lift asymmetry in forward flight. (B) Flapback normally indicates the tilting backwards of the rotor disc due to lift asymmetry in forward flight. (C) Flapback normally indicates the tilting backwards of the rotor disc due to compressibility effects. (D) Flapback normally indicates the tilting backwards of the rotor disc due to the pilot operating on the longitudinal cyclic pitch control. 3
4 11. Which physical phenomena may be listed among the compressibility effects on the advancing blade? (A) Generation of shock waves along the blade and strong increase of Induced Velocity. (B) Stall due to excessive angle of attack of the outboard part of the blade and significant increase of the drag force. (C) Generation of a shock wave on the inboard part of the blade, significant increase of the drag force and possibly separation of the boundary layer. (D) Generation of a shock wave on the outboard part of the blade, significant increase of the drag force and possibly separation of the boundary layer. 12. Are compressibility effects relevant on the retreating blade? (A) Not in the normal range of helicopter speed, even if Mach number on the retreating blade may also reach values of (B) As the helicopter approaches its max horizontal speed, Mach number on the retreating blade may be close to 1.0. (C) Not in the normal range of helicopter speed, as the flow on the whole retreating blade is always stalled. (D) Not in the normal range of helicopter speed, as Mach number on the retreating blade is limited. 13. What is the action of the collective pitch control on the blades angle of attack? (A) Collective pitch control increases the pitch angle on the retreating blade and hence also the angle of attack on that blade. (B) Collective pitch control increases the pitch angle on all blades simultaneously and hence it decreases the angle of attack. (C) Collective pitch control increases the pitch angle on all blades simultaneously and hence also the angle of attack. (D) Collective pitch control does not affect the angle of attack but only the pitch angle. 14. The tip of the advancing blade is the rotor area where the highest relative airspeed is observed in forward flight. What might be the phenomena affected by the tip geometry at high speed? (A) Separation of the boundary layer. (B) Strength and position of the shock wave and the position of the tip vortex. (C) Strength and position of the shock wave. (D) Strength and the position of the tip vortex. 4
5 15. As a results of the physical phenomena mentioned in the previous question, which environmental aspects may be strongly affected by the blade tip geometry? (A) Autorotation performance. (B) Generation of noise. (C) Generation of noise and safety for ground personnel. (D) Generation of noise, safety for ground personnel and Autorotation performance. 1.3 Rotor Dynamics 16. What are the causes of the blade rotation about the lead/lag hinge? (A) The flapping of the blade (due to gyroscopic effects) and the drag force. (B) The pitching of the blade (due to gyroscopic effects) and the drag force. (C) The cyclic pitch control. (D) The flapping of the blade. 17. How can the rotor disc (tip-path-plane) be oriented by the pilot? (A) By means of the cyclic pitch control which lets the blades lead/lagging. (B) By means of the collective pitch control which lets the blades flapping. (C) By means of the cyclic pitch control which lets the blades flapping. (D) By means of the cyclic pitch control which lets the blades rotate about the pitch axis. 18. Is the rotation of the main rotor blades about the flapping hinges free or constrained (= fixed) during the flight? (A) Mechanically constrained, otherwise the blades would flap excessively. (B) Mechanically constrained. The moment of aerodynamic forces about the flapping hinge is balanced by the centrifugal forces. (C) Free. The moment of the aerodynamic forces about the flapping hinge is balanced by Coriolis forces. (D) Free. The moment of the aerodynamic forces about the flapping hinge is balanced by the centrifugal forces. 19. How is the amplitude of longitudinal flapping of tail rotors blades in forward flight normally kept within a reasonable range (= limited)? (A) By manually operating the tail rotor longitudinal cyclic pitch control. (B) By the use of an electronic control system. (C) By mechanically coupling flapping and pitching so that flap-up causes a pitch angle reduction. (D) By reducing the helicopter speed. 5
6 20. How can Ground Resonance (GR) be best described? (A) GR is a dynamic instability caused by the oscillations of the helicopter on the landing gear, on the ground. (B) GR is a dynamic instability caused by a coupling of the rotor head motion and the oscillations of the helicopter on the landing gear, on the ground. (C) GR is a dynamic instability caused by a coupling of the blades lead/lag motion and the oscillations of the helicopter in flight. (D) GR is a dynamic instability caused by a coupling of the blades lead/lag motion and the oscillations of the helicopter on the landing gear, on the ground. 21. How is Ground Resonance generally prevented on modern helicopters? (A) Hydraulic dampers are installed on the main rotor head (about the lead/lag hinges), on the landing gear suspensions as well as on the tail rotor head (about the flapping hinge). (B) Hydraulic dampers are installed on the main rotor head (about the lead/lag hinges) as well as on the landing gear suspensions. (C) Hydraulic dampers are installed on the landing gear suspensions. (D) Hydraulic dampers are installed on the main rotor head (about the lead/lag hinges). 22. What are the functions of Swashplates (= Taumelscheiben)? (A) Swashplates position and orientation determine the angle of attack of all blades. (B) Swashplates rotation around the rotor mast determines the pitch angles of all blades. (C) The fixed swashplate determines the collective pitch angle, the rotating swashplate determines the cyclic pitch angle. (D) Swashplates position and orientation determine the pitch angles of all blades. 23. Can Ground Resonance also occur on helicopters without a semi-rigid rotor head (see-saw)? (A) Yes. (B) Yes, but only if one or more hydraulic dampers are defective. (C) It depends on the type of landing gear. (D) No. 24. Why are Tail Rotors normally equipped with collective pitch control? (A) To control the orientation of the Tail Rotor disc. (B) To control the longitudinal flapping of the Tail Rotor. (C) To control the force generated by the Tail Rotor. (D) To control the power required by the Tail Rotor. 25. What is the phase delay between flapping and lead/lagging (lead/lagging following flapping)? 6
7 (A) Normally approximately 90. (B) Normally approximately 180. (C) Almost zero. (D) Normally approximately Flap and lead/lag hinges have been introduced also to limit the mechanical stresses in the blade root area. How does this happen? (A) The centrifugal forces balance the aerodynamic forces. (B) The hinges allow the rotation about their axis: the bending moment is consequently zero. (C) The hinges allow the rotation about their axis: all forces are consequently zero in correspondence of the hinge. (D) The aerodynamic forces are much lower thanks to the introduction of the flapping hinge. 1.4 Rotor stability and control 27. Is an isolated rotor stable with respect to longitudinal translations? (Assumption: the rotor rotates on a horizontal plane; a longitudinal velocity disturbance is considered). (A) The isolated rotor is statically unstable but dynamically stable. (B) The isolated rotor is statically and dynamically stable. (C) The isolated rotor is statically and dynamically unstable. (D) The isolated rotor is statically stable but dynamically unstable. 28. Is an isolated rotor stable with respect to lateral translations? (Assumption: the rotor rotates on a horizontal plane; a lateral velocity disturbance is considered). (A) The isolated rotor is statically and dynamically unstable. (B) The isolated rotor is statically and dynamically stable. (C) The isolated rotor is statically stable but dynamically unstable. (D) The isolated rotor is statically unstable but dynamically stable. 29. What can be said about the directional stability (yaw) of helicopters? (A) Helicopters are statically and dynamically stable. (B) Helicopters are statically and dynamically unstable. (C) Helicopters are statically stable and may also be dynamically stable. (D) Helicopters are statically unstable and may also be dynamically unstable. 7
8 30. What can play a major role in the different behaviour of helicopter and isolated rotors, also in this case with respect to directional stability (yaw)? (A) The presence of the Tail Rotor. (B) The presence of a fin (Seitenflosse). (C) The fuselage inertia. (D) The presence of a tailplane (Höhenflosse). 31. How can helicopter stability be improved? (A) By means of control systems which use sensors to capture the helicopter motion and have small authority on cyclic and collective controls. (B) By modifying of the rotor head geometry. (C) By increasing the flapping hinge offset. (D) By means of control systems which use sensors to capture the helicopter motion and move a small rudder accordingly. 32. How is directional control (yaw) obtained in (conventional) helicopters? (A) Main Rotor longitudinal cyclic pitch control. (B) Main Rotor collective pitch control. (C) Tail Rotor collective pitch control. (D) Main Rotor directional cyclic pitch control. 33. How is longitudinal control (pitch) axis obtained in (conventional) helicopters? (A) Main Rotor collective pitch control. (B) Tail Rotor longitudinal cyclic pitch control. (C) Tail Rotor collective pitch control. (D) Main Rotor longitudinal cyclic pitch control. 34. How is longitudinal control (pitch) obtained on tandem helicopters? (A) Differential collective pitch control (applying the same change in collective pitch on front and rear rotors). (B) Deflection of the elevator. (C) Longitudinal cyclic control (applying the same change in longitudinal cyclic pitch on front and rear rotor). (D) Differential collective pitch control (applying opposite changes in collective pitch on front and rear rotors). 8
9 2 Aircraft General Knowledge 2.1 Main Rotor System 35. Which are the main types of rotor head? (A) Semi-rigid (see-saw), articulated, hingeless, headless. (B) Semi-rigid (see-saw), articulated, elastomeric. (C) Semi-rigid (see-saw), articulated, hingeless, bearingless. (D) Rotor with pitch control, rotor heads without pitch control. 36. What is the flapping hinge offset? (A) It is the distance between the flapping hinge and feathering hinge axes. (B) It is the distance between the flapping hinge and lead/lag hinge axes. (C) It is the distance between the flapping hinge axis and the centre of the rotor mast. (D) It is the distance between the flapping hinge and rotating swashplate. 37. What is the relevance of the flapping hinge offset with respect to flight dynamics? (A) None. (B) The larger the flapping hinge offset, the smaller the control moments available to the pilot. (C) The larger the flapping hinge offset, the more dynamically stable is the rotor. (D) The larger the flapping hinge offset, the larger the control moments available to the pilot. 38. What are the consequences for the control moments if a low-g helicopter manoeuvre is performed with a semirigid rotor head (flapping hinge offset = 0)? (A) Control moments are slightly smaller but there are significant consequences. (B) The rotor thrust is small and so are the control moments which the pilot can generate. (C) No differences with respect to level flight or high-g manoeuvres. (D) The rotor thrust is large and so are the control moments which the pilot can generate. 39. Do hingeless or bearingless rotor heads have flapping hinges? (A) Yes. However, the rotation of the blade is accommodated by special elastomeric bearings (Lager). (B) No. However, they have lead/lag hinges only. (C) No, blades are rigidly attached to the rotor head. (D) Yes. However, we speak of virtual hinges since the rotation of the blade is allowed by the elastic deformation of the blade root to rotor head attachments. 9
10 40. Do hingeless rotor heads have a feathering hinge (the axis about which the blade pitch can be controlled)? (A) No, the angle of attack can be modified by flapping the blades only. (B) No, the pitch angle is adjusted by aerodynamic tabs. (C) No, the blades have a fixed pitch angle in this case. (D) Yes. 41. Do bearingless rotor heads have a feathering hinge (the axis about which the blade pitch can be controlled)? (A) No, the blades have a fixed pitch angle in this case. (B) No, the pitch angle is adjusted by aerodynamic tabs. (C) No, the angle of attack can be modified by flapping the blades only. (D) Yes but a virtual one, since feathering of the blade is accommodated by the torsion of the blade root to rotor head attachment. 2.2 Anti Torque System 42. What are the main advantages of the Fenestron tail rotor type? (A) Low noise level. (B) Safety for ground personnel. (C) Safety for ground personnel, low noise level. (D) Safety for ground personnel, low noise level, aerodynamic efficiency. 43. What are the main advantages of a conventional tail rotor (with respect to Fenestron and NOTAR)? (A) Higher aerodynamic efficiency, lower noise level, higher safety for ground personnel. (B) Higher aerodynamic efficiency, lower noise level. (C) Higher aerodynamic efficiency, higher control power at high speed. (D) Higher aerodynamic efficiency, higher control power at high speed, lower noise level. 44. The NOTAR system is a particular type of anti-torque system. How could it be described? (A) Pressurized air is blown into the tail boom. Lateral force is obtained by means of an orientable rudder. (B) Pressurized air is blown into the tail boom. Lateral force is obtained by means of an orientable air outlet. (C) Pressurized air is blown into the tail boom. Lateral force is obtained by deviating the freestream airflow through the so-called Coanda effect. (D) Pressurized air is blown into the tail boom. Lateral force is obtained by means of an orientable air outlet and deviating of the main rotor downwash through the so-called Coanda effect. 10
11 45. Co-axial helicopters normally counter rotating rotors and do not have a tail rotor. How could this be explained? (A) The tail rotor would provide an excessive mechanical complexity. (B) The engine exhaust is normally deviated laterally in order to generate a sufficiently large anti-torque moment. (C) The directional control can be obtained by differential collective pitch. (D) The torque exchanged between each of the rotors and the gearbox has opposite sign. If the two contributions are equal, the total torque is zero. 46. Do helicopters need the anti-torque system also during Autorotation (AR)? (A) No, because engines are not providing any power. (B) Yes, because engines may provide some residual amount of power to the rotor. (C) No, because the tail rotor is disengaged during AR. (D) Yes, because the torque exchanged between rotor and gearbox is not exactly zero during AR; the rotor does provide a small amount of power to the gearbox e.g. to keep hydraulics running. 47. What is the action of the the pilot using the pedals during normal flight? (A) Controlling Main Rotor collective pitch. (B) Controlling Tail Rotor longitudinal cyclic pitch. (C) Controlling Tail Rotor blades angle of attack. (D) Controlling Tail Rotor collective pitch. 2.3 Engines and Transmission 48. What are the special requirements for a turboshaft engines to be installed on a helicopter (with respect to the installation on a fixed wing aircraft)? (A) Large bank and pitch angles, no easy accessible undisturbed airflow for cooling, max continuous power never required thanks to ground effect. (B) Long periods of time at high power setting, large bank and pitch angles, FADEC absolutely necessary. (C) Long periods of time at high power setting, large bank and pitch angles, no easy accessible undisturbed airflow for cooling. (D) Large bank and pitch angles, no easy accessible undisturbed airflow for cooling, very high max continuous power for hover in ground effect. 49. How many gearboxes can one normally find on a conventional helicopter? (A) Main gearbox, intermediate gearbox, tail gearbox. Additionally, engines may have auxiliary gearboxes. (B) Main gearbox, intermediate gearbox, tail gearbox. (C) Main gearbox, intermediate gearbox, central gearbox, tail gearbox. (D) Main gearbox, tail gearbox. Additionally, engines may have auxiliary gearboxes. 11
12 50. Are helicopters gearboxes maintenance intensive (= does gearbox maintenance involve a large workload and high costs)? (A) Yes, but only the ones not equipped with electronic monitoring systems. (B) No. (C) Only in multi-engined helicopters. (D) Yes. 51. What are the consequences of a mechanical failure in the main gearbox? (A) If the helicopter is multi-engined and Cat. A, the pilot can continue flying. (B) It may force the pilot to disconnect the Tail Rotor. (C) It may force the pilot to perform an emergency landing by Autorotation. (D) None. The pilot must only disconnect the main gearbox and continue flying. 52. What are the difficulties met by the designers of a helicopter main gearbox? (A) Accommodate a reduction ratio (Untersetzung) of about 100 at a limited cost. (B) Accommodate a reduction ratio (Untersetzung) of about 100 in limited space and mass. (C) Accommodate a reduction ratio (Untersetzung) of about 100 in limited space and mass. Additionally, the design must keep noise level to a minimum. (D) Accommodate a reduction ratio (Untersetzung) of about 100 in limited space and mass. Additionally, the design must minimize maintenance and maximize reliability. 53. How can the reliability of the helicopter gearboxes be improved and the maintenance costs reduced? (A) By the introduction of better suited metallic materials. (B) By the introduction of a control system which reduces vibrations. (C) By the introduction of a monitoring system, which measures wear and tear (Verschleiss) in the various components and sends warnings as soon as one needs replacement. (D) By the introduction of a monitoring system, which measures vibrations in the various components and counterbalances them with small shakers. 12
13 3 Performance Classes and Helicopters Categories 54. What are the differences between Category A and Category B helicopters? (A) Cat A helicopters, unlike Cat. B, have a significant excess power. (B) Cat. B helicopters are always single engine. (C) Cat A helicopters, unlike cat B, have a certain stay-up capability in case of (D) Cat A helicopters, unlike cat. B, are always multi engine. 55. Why are all single engine helicopters Cat. B? (A) Because they are less reliable. (B) Because they have less excess power. (C) Because they have less available power. (D) Because they have no stay-up capability in case of 56. What are Performance Class 1 operations? (A) Flights, or portion of flights, during which an emergency landing is never required in the presence of an (B) Flights, or portion of flights, during which an emergency landing may be required in the presence of an engine failure, but only when flying over hostile territory. (C) Flights, or portion of flights, during which an emergency landing is always required in the presence of an (D) Flights, or portion of flights, during which an emergency landing may be required in the presence of an 57. What are Performance Class 2 operations? (A) Flights, or portion of flights, during which an emergency landing is always required in the presence of an (B) Flights, or portion of flights, during which an emergency landing is never required in the presence of an (C) Flights, or portion of flights, during which an emergency landing may be required in the presence of an (D) Flights, or portion of flights, during which an emergency landing may be required in the presence of an engine failure, but only when flying over hostile territory. 13
14 58. What are Performance Class 3 operations? (A) Flights, or portion of flights, during which an emergency landing may be required in the presence of an (B) Flights, or portion of flights, during which an emergency landing is never required in the presence of an (C) Flights, or portion of flights, during which an emergency landing is always required in the presence of an (D) Flights, or portion of flights, during which an emergency landing may be required in the presence of an engine failure, but only when flying over hostile territory. 4 Helicopters performances 59. Which physical phenomena can limit the maximum forward speed of helicopters? (A) Retreating blade stall. (B) Compressibility effects on advancing blade. (C) Compressibility effects on advancing blade and retreating blade stall. (D) Compressibility effects and stall of advancing blade. 60. Conventional helicopters need a tail rotor for directional control. How does the power required by the tail rotor relate to the total power required? (A) It may require up to approximately 1% of the total power required, depending on the flight condition. (B) It may require up to approximately 10% of the total power required, depending on the flight condition. (C) Tail Rotor normally works in windmilling condition and does not require any power to work. (D) It may require up to approximately 50% of the total power required, depending on the flight condition. 61. What are the main contributions to the power required of a helicopter? (A) Induced power, parasitic power, viscous losses, air conditioning, hydraulic power, transmission losses. (B) Induced power, parasitic power, air conditioning, anti-torque system power, transmission losses. (C) Induced power, parasitic power, viscous losses, losses in the gearboxes. (D) Induced power, parasitic power, viscous losses, anti-torque system power, transmission losses. 62. What is the largest contribution to the power required of a helicopter in hover flight? (A) Induced power only out-of-ground-effect. Parasitic power when hovering in-ground-effect. (B) Induced power. (C) Aircraft systems (air conditioning etc). (D) Viscous losses or compressibility effects, depending on the blade section aerofoils. 14
15 63. What is Ground Effect (GE) in a conventional helicopter and what are the consequences on power required? (A) GE generates a low-pressure air cushion between rotor and ground. As a consequence, the power required to generate a Thrust force T is normally smaller. (B) GE generates high-energy vortexes between rotor and ground. As a consequence, the power required to generate a Thrust force T is normally smaller. (C) GE generates a high-pressure air cushion between rotor and ground. As a consequence, the power required to generate a Thrust force T is normally larger. (D) GE generates a high-pressure air cushion between rotor and ground. As a consequence, the power required to generate a Thrust force T is normally smaller. 64. What may be the most important advantage - beside the absence of a Tail Rotor - of co-axial rotors in forward flight at high advance ratio? (A) The retreating blades of each rotor happen to be on the same side (left / right), causing the asymmetric lift distribution over the two rotor discs to compensate each other. (B) The compressibility effects on the advancing blades of each rotor are much smaller due to the rotors geometry. (C) The retreating blades of each rotor happen to be on opposite sides (left / right), causing the asymmetric lift distribution over the two rotor discs to compensate each other. (D) The retreating blades of each rotor happen to be on opposite sides (left / right), causing the problems due to excessive flapping to compensate each other. 5 Operations 65. In which phases can Autorotation be broken down into (sequence is relevant)? (A) Engine(s) disconnection, violent collective pull-up, stabilized descent, final flare, touchdown with (small) residual kinetic energy. (B) Reduction of collective pitch until rate of descent stabilises, stabilized descent, engine(s) disconnection, final flare, touchdown with (small) residual kinetic energy. (C) Engine(s) disconnection, reduction of collective pitch until rate of descent stabilises, stabilized descent, final flare, touchdown with (small) residual kinetic energy. (D) Engine(s) disconnection, activation of the automatic autorotative system, stabilized descent, final flare, touchdown with large residual kinetic energy. 66. During the stabilized descent phase of an Autorotation, what can be said about potential and kinetic energy? (A) Kinetic energy is zero during Autorotation, as engines are shut off. (B) Kinetic energy of the helicopter and of the rotor, as well as the potential energy, continuously decrease. (C) All energies remain constant at all times. (D) Kinetic energy of the helicopter and of the rotor is kept constant, whereas potential energy reduces. 15
16 67. In which of the following cases must an emergency landing be performed? (A) Engine failure in a twin engined helicopter during take-off. (B) Engine failure in a twin engined helicopter during landing. (C) Tail rotor complete failure in a twin engined helicopter. (D) Engine failure in a twin engined helicopter. 68. Every point in the AVOID areas in the Height-Velocity diagrams (also said dead man curves ) indicate a combination of height and horizontal speed. What is the use of such a diagramme? (A) Indicate the height-speed combinations, where an emergency landing would prove difficult for the average pilot. (B) Indicate the height-speed combinations, where an emergency landing would be easy even for the inexperienced pilot. (C) Help the pilot avoiding inefficient flight conditions. (D) Indicate the height-speed combinations, where flight is legal. 69. What must be the pilot s reaction to the development of Ground Resonance? (A) Immediately switch on the stability augmentation system. (B) Immediately reduce collective pitch. (C) Immediately interrupt the contact with the ground, if the rotor RPM are high enough, otherwise stop the rotor. (D) Immediately stop the rotor by starting the rotor brake. 6 Rotary Wing Drones 70. Speaking of scaling down an aircraft design, we might recall that the mass are proportional to the cube of the scale of length, l 3 ; the aerodynamic forces are proportional to l 2. What can be said about the development of smaller scale helicopters? (A) Sizing of load-carrying components is trivial. (B) Sizing of load-carrying components is more problematic. (C) Sizing of load-carrying components may become impossible. (D) Sizing of load-carrying components is less problematic. 71. What can be said about the aerodynamics of smaller scale helicopters as compared to full scale ones? (A) Given the special nature of helicopters, no significant changes are expected. (B) Since Reynolds number is much smaller, the aerodynamic effects may also be very different. (C) Since Reynolds number is much bigger, the aerodynamic effects may also be very different. (D) Since Reynolds number does not change much, no significant changes are expected. 16
Robot Dynamics Rotary Wing UAS: Introduction, Mechanical Design and Aerodynamics
Robot Dynamics Rotary Wing UAS: Introduction, Mechanical Design and Aerodynamics 151-0851-00 V Marco Hutter, Michael Blösch, Roland Siegwart, Konrad Rudin and Thomas Stastny Robot Dynamics: Rotary Wing
More informationGyroplane questions from Rotorcraft Commercial Bank (From Rotorcraft questions that obviously are either gyroplane or not helicopter)
Page-1 Gyroplane questions from Rotorcraft Commercial Bank (From Rotorcraft questions that obviously are either gyroplane or not helicopter) "X" in front of the answer indicates the likely correct answer.
More informationProp effects (Why we need right thrust) Torque reaction Spiraling Slipstream Asymmetric Loading of the Propeller (P-Factor) Gyroscopic Precession
Prop effects (Why we need right thrust) Torque reaction Spiraling Slipstream Asymmetric Loading of the Propeller (P-Factor) Gyroscopic Precession Propeller torque effect Influence of engine torque on aircraft
More informationCHAPTER 11 FLIGHT CONTROLS
CHAPTER 11 FLIGHT CONTROLS CONTENTS INTRODUCTION -------------------------------------------------------------------------------------------- 3 GENERAL ---------------------------------------------------------------------------------------------------------------------------
More informationInternational Journal of Scientific & Engineering Research, Volume 4, Issue 7, July ISSN BY B.MADHAN KUMAR
International Journal of Scientific & Engineering Research, Volume 4, Issue 7, July-2013 485 FLYING HOVER BIKE, A SMALL AERIAL VEHICLE FOR COMMERCIAL OR. SURVEYING PURPOSES BY B.MADHAN KUMAR Department
More informationCopyrighted material Taylor & Francis Not for resale
Contents Preface Acknowledgements xi xiii Chapter 1 The earth s atmosphere 1 Atmospheric composition 1 Gases 2 Atmospheric pressure 2 Pressure measurement 2 Temperature 4 Density 4 International Standard
More informationHow Do Helicopters Fly? An Introduction to Rotor Aeromechanics
Audience: Grades 9-10 Module duration: 75 minutes How Do Helicopters Fly? An Introduction to Rotor Aeromechanics Instructor Guide Concepts: Airfoil lift, angle of attack, rotary wing aerodynamics, hover
More informationAeroelasticity and Fuel Slosh!
Aeroelasticity and Fuel Slosh! Robert Stengel, Aircraft Flight Dynamics! MAE 331, 2016 Learning Objectives Aerodynamic effects of bending and torsion Modifications to aerodynamic coefficients Dynamic coupling
More informationPreface. Acknowledgments. List of Tables. Nomenclature: organizations. Nomenclature: acronyms. Nomenclature: main symbols. Nomenclature: Greek symbols
Contents Preface Acknowledgments List of Tables Nomenclature: organizations Nomenclature: acronyms Nomenclature: main symbols Nomenclature: Greek symbols Nomenclature: subscripts/superscripts Supplements
More information1.1 REMOTELY PILOTED AIRCRAFTS
CHAPTER 1 1.1 REMOTELY PILOTED AIRCRAFTS Remotely Piloted aircrafts or RC Aircrafts are small model radiocontrolled airplanes that fly using electric motor, gas powered IC engines or small model jet engines.
More informationWeight & Balance. Let s Wait & Balance. Chapter Sixteen. Page P1. Excessive Weight and Structural Damage. Center of Gravity
Page P1 Chapter Sixteen Weight & Balance Let s Wait & Balance Excessive Weight and Structural Damage 1. [P2/1/1] Airplanes are designed to be flown up to a specific maximum weight. A. landing B. gross
More informationXIV.C. Flight Principles Engine Inoperative
XIV.C. Flight Principles Engine Inoperative References: FAA-H-8083-3; POH/AFM Objectives The student should develop knowledge of the elements related to single engine operation. Key Elements Elements Schedule
More informationAutonomous Mobile Robot Design
Autonomous Mobile Robot Design Topic: Propulsion Systems for Robotics Dr. Kostas Alexis (CSE) Propulsion Systems for Robotics How do I move? Understanding propulsion systems is about knowing how a mobile
More informationIntroduction to Helicopter Aerodynamics and Dynamics Prof. Dr.C. Venkatesan Department of Aerospace Engineering Indian Institute of Technology, Kanpur
Introduction to Helicopter Aerodynamics and Dynamics Prof. Dr.C. Venkatesan Department of Aerospace Engineering Indian Institute of Technology, Kanpur Lecture No. # 02 For, flying the helicopter we call
More information(12) Patent Application Publication (10) Pub. No.: US 2010/ A1
(19) United States (12) Patent Application Publication (10) Pub. No.: US 2010/0044499 A1 Dragan et al. US 20100.044499A1 (43) Pub. Date: Feb. 25, 2010 (54) (75) (73) (21) (22) SIX ROTOR HELICOPTER Inventors:
More informationDIRECCION DE PERSONAL AERONAUTICO DPTO. DE INSTRUCCION PREGUNTAS Y OPCIONES POR TEMA
1 TEM: 0639 OM-RT - ircraft Systems - hap. 2 OD_PREG: PREG20098402 (5168) PREGUNT: For gyroplanes with constant-speed propellers, the first indication of carburetor icing is usually decrease in engine
More informationChapter 3: Aircraft Construction
Chapter 3: Aircraft Construction p. 1-3 1. Aircraft Design, Certification, and Airworthiness 1.1. Replace the letters A, B, C, and D by the appropriate name of aircraft component A: B: C: D: E: 1.2. What
More informationL 298/70 Official Journal of the European Union
L 298/70 Official Journal of the European Union 16.11.2011 MODULE 12. HELICOPTER AERODYNAMICS, STRUCTURES AND SYSTEMS 12.1 Theory of Flight Rotary Wing Aerodynamics 1 2 Terminology; Effects of gyroscopic
More informationSERVICE INFORMATION LETTER # 0121 Addition A. Subject; Tracking the Enstrom Rotor System using the Chadwick 2000 balance system.
SERVICE INFORMATION LETTER # 0121 Addition A Date: Subject; Tracking the Enstrom Rotor System using the Chadwick 2000 balance system. Models: All models Effectively: All Serial Numbers Experience shows
More informationDesign Considerations for Stability: Civil Aircraft
Design Considerations for Stability: Civil Aircraft From the discussion on aircraft behavior in a small disturbance, it is clear that both aircraft geometry and mass distribution are important in the design
More informationFUNDAMENTALS OF ROTOR AND POWER TRAIN MAINTENANCE TECHNIQUES AND PROCEDURES
FUNDAMENTALS OF ROTOR AND POWER TRAIN MAINTENANCE TECHNIQUES AND PROCEDURES DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited. HEADQUARTERS, DEPARTMENT OF THE ARMY CHAPTER
More informationHELICOPTER TAIL ROTOR ANALYSIS: EXPERIENCE IN AGUSTA WITH ADAMS
HELICOPTER TAIL ROTOR ANALYSIS: EXPERIENCE IN AGUSTA WITH ADAMS Bianchi F., Agusta Sp.a. Via G.Agusta, 520 - Cascina Costa di Samarate,Varese - Italy - e-mail: atr@agusta.it Abstract The purpose of the
More informationDrones Demystified! Topic: Propulsion Systems
Drones Demystified! K. Alexis, C. Papachristos, Autonomous Robots Lab, University of Nevada, Reno A. Tzes, Autonomous Robots & Intelligent Systems Lab, NYU Abu Dhabi Drones Demystified! Topic: Propulsion
More informationA practical investigation of the factors affecting lift produced by multi-rotor aircraft. Aaron Bonnell-Kangas
A practical investigation of the factors affecting lift produced by multi-rotor aircraft Aaron Bonnell-Kangas Bonnell-Kangas i Table of Contents Introduction! 1 Research question! 1 Background! 1 Definitions!
More informationSIMULATION OF PROPELLER EFFECT IN WIND TUNNEL
SIMULATION OF PROPELLER EFFECT IN WIND TUNNEL J. Červinka*, R. Kulhánek*, Z. Pátek*, V. Kumar** *VZLÚ - Aerospace Research and Test Establishment, Praha, Czech Republic **C-CADD, CSIR-NAL, Bangalore, India
More informationM o d u l e H e l i c o p t e r A e r o d y n a m i c s, S t r u c t u r e s a n d S y s t e m s
M o d u l e 1 2-0 2 H e l i c o p t e r A e r o d y n a m i c s, S t r u c t u r e s a n d S y s t e m s F l i g h t C o n t r o l S y s t e m s 12-02- 1 T a b l e o f c o n t e n t s I. INTRODUCTION...
More informationFLIGHT CONTROLS SYSTEM
FLIGHT CONTROLS SYSTEM DESCRIPTION Primary flight control of the aircraft is provided by aileron, elevator and rudder control surfaces. The elevator and rudder control surfaces are mechanically operated.
More informationEC135 T2e/P2e Technical Data 2013
EC135 T2e/P2e Technical Data 2013 135 T2e/P2e Technical Data EC135 T2e/P2e (Civil Version) EC635 T2e/P2e (Military Version) Technical Data 3 Baseline Aircraft Definition GENERAL Energy absorbing fuselage
More informationRotary-Wing Flight Mechanics
Rotary-Wing Flight Mechanics Simon Newman School of Engineering Sciences, University of Southampton, Southampton, UK 1 Variation of Power Required with Forward Speed 1 2 Climb 3 3 Maximum Range and Endurance
More informationB.TECH III Year I Semester (R09) Regular & Supplementary Examinations November 2012 DYNAMICS OF MACHINERY
1 B.TECH III Year I Semester (R09) Regular & Supplementary Examinations November 2012 DYNAMICS OF MACHINERY (Mechanical Engineering) Time: 3 hours Max. Marks: 70 Answer any FIVE questions All questions
More informationIII B.Tech I Semester Supplementary Examinations, May/June
Set No. 1 III B.Tech I Semester Supplementary Examinations, May/June - 2015 1 a) Derive the expression for Gyroscopic Couple? b) A disc with radius of gyration of 60mm and a mass of 4kg is mounted centrally
More informationUSING STANDARD ISOLATORS TO CONTROL UNWANTED MACHINE VIBRATION
USING STANDARD ISOLATORS TO CONTROL UNWANTED MACHINE VIBRATION From small medical pumps to large diesel engines, vibration is unavoidable and dangerous if left unchecked in rotating and oscillating machinery.
More informationFacts, Fun and Fallacies about Fin-less Model Rocket Design
Facts, Fun and Fallacies about Fin-less Model Rocket Design Introduction Fin-less model rocket design has long been a subject of debate among rocketeers wishing to build and fly true scale models of space
More informationEXPERIMENTAL RESEARCH ON HELICOPTER TAIL SHAKE PHENOMENON
EXPERIMENTAL RESEARCH ON HELICOPTER TAIL SHAKE PHENOMENON Iskandar Shah Ishak, Shuhaimi Mansor, Tholudin Mat Lazim Department of Aeronautical Engineering, Faculty of Mechanical Engineering, Universiti
More informationA Technical Essay on the Gyroplane
A Technical Essay on the Gyroplane Anand Saxena * Abstract A study of "Gyroplane" and its historical evolution, general characteristics, flight characteristics, various designs, potential applications
More informationSample. Module 17A and 17B Licence Category A, B1 and B3. Propeller Fundamentals. Module 17 Propeller. Copyright 2014 Total Training Support Ltd
Module 17A and 17B Licence Category A, B1 and B3 Propeller 17.1 Fundamentals Module 17.1 Fundamentals Page 1 Copyright Notice Copyright. All worldwide rights reserved. No part of this publication may be
More informationFlight Safety Information Journal
Flight Safety Information Journal May 2, 2006 IN THIS ISSUE Helicopter Ground Resonance Curt Lewis, P.E., CSP, ATP John H. Darbo ATP, CFI, A&P www.fsinfo.org Ground resonance is one of the most dangerous
More information2. Write the expression for estimation of the natural frequency of free torsional vibration of a shaft. (N/D 15)
ME 6505 DYNAMICS OF MACHINES Fifth Semester Mechanical Engineering (Regulations 2013) Unit III PART A 1. Write the mathematical expression for a free vibration system with viscous damping. (N/D 15) Viscous
More informationCONCEPTUAL DESIGN OF UTM 4-SEATER HELICOPTER. Mohd Shariff Ammoo 1 Mohd Idham Mohd Nayan 1 Mohd Nasir Hussain 2
CONCEPTUAL DESIGN OF UTM 4-SEATER HELICOPTER Mohd Shariff Ammoo 1 Mohd Idham Mohd Nayan 1 Mohd Nasir Hussain 2 1 Department of Aeronautics Faculty of Mechanical Engineering Universiti Teknologi Malaysia
More informationTHE INVESTIGATION OF CYCLOGYRO DESIGN AND THE PERFORMANCE
25 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES THE INVESTIGATION OF CYCLOGYRO DESIGN AND THE PERFORMANCE Hu Yu, Lim Kah Bin, Tay Wee Beng Department of Mechanical Engineering, National University
More informationβ 2 β 1 k = 1 k = 0 β 3 k = 3 β & >0 β <0 β & =0 β >0 β =0 β & <0
FORCED FLAPPING MECHANISM DESIGNS FOR THE ORNICOPTER: A SINGLE ROTOR HELICOPTER WITHOUT REACTION TORQUE Theo van Holten, Monique Heiligers, Rolf Kuiper, Stuart Vardy, Gerard Jan van de Waal, Jeroen Krijnen
More informationSystem Normal Secondary Direct. All 3 PFC work in parallel. available. Pitch Normal Secondary Direct. Pitch maneuver command.
Flight s System Normal Secondary Direct Primary Flight Computers (PFC) Three Primary Flight Computers use control wheel and pedal inputs from the pilot to electronically the primary flight control surfaces
More informationSTRUCTURAL DESIGN AND ANALYSIS OF ELLIPTIC CYCLOCOPTER ROTOR BLADES
16 TH INTERNATIONAL CONFERENCE ON COMPOSITE MATERIALS STRUCTURAL DESIGN AND ANALYSIS OF ELLIPTIC CYCLOCOPTER ROTOR BLADES In Seong Hwang 1, Seung Yong Min 1, Choong Hee Lee 1, Yun Han Lee 1 and Seung Jo
More informationImportant Notes Note Recommended Equipment NOT included in kit
Important Notes This helicopter is recommended for skilled intermediates and advanced RC helicopter flyers. Make sure to read and follow all the instructions in this manual, including all accessories.
More informationFundamentals of Steering Systems ME5670
Fundamentals of Steering Systems ME5670 Class timing Monday: 14:30 Hrs 16:00 Hrs Thursday: 16:30 Hrs 17:30 Hrs Lecture 3 Thomas Gillespie, Fundamentals of Vehicle Dynamics, SAE, 1992. http://www.me.utexas.edu/~longoria/vsdc/clog.html
More informationSession 5 Wind Turbine Scaling and Control W. E. Leithead
SUPERGEN Wind Wind Energy Technology Session 5 Wind Turbine Scaling and Control W. E. Leithead Supergen 2 nd Training Seminar 24 th /25 th March 2011 Wind Turbine Scaling and Control Outline Introduction
More informationAircraft Propulsion Technology
Unit 90: Aircraft Propulsion Technology Unit code: L/601/7249 QCF level: 4 Credit value: 15 Aim This unit aims to develop learners understanding of the principles and laws of aircraft propulsion and their
More informationUltralight airplane Design
Ultralight airplane Design Ultralight airplane definitions: Airworthiness authorities define aircraft as vehicles that can rise or move in the air and enforce strict regulations and requirements for all
More informationAIRCRAFT TECHNICAL AND GENERAL TYPICAL QUESTIONS
AIRCRAFT TECHNICAL AND GENERAL TYPICAL QUESTIONS JANUARY 2004 TYPICAL QUESTIONS AT & G PAGE 1 of 116 1. Using counter-rotation propellers has the effect of: a) Cancelling out the gyroscopic and torque
More informationINDIAN INSTITUTE OF TECHNOLOGY KANPUR
INDIAN INSTITUTE OF TECHNOLOGY KANPUR INDIAN INSTITUTE OF TECHNOLOGY KANPUR Removable, Low Noise, High Speed Tip Shape Tractor Configuration, Cant angle, Low Maintainence Hingelesss, Good Manoeuverability,
More informationSpecial edition paper
Efforts for Greater Ride Comfort Koji Asano* Yasushi Kajitani* Aiming to improve of ride comfort, we have worked to overcome issues increasing Shinkansen speed including control of vertical and lateral
More informationLecture 5 : Static Lateral Stability and Control. or how not to move like a crab. G. Leng, Flight Dynamics, Stability & Control
Lecture 5 : Static Lateral Stability and Control or how not to move like a crab 1.0 Lateral static stability Lateral static stability refers to the ability of the aircraft to generate a yawing moment to
More informationROTATING MACHINERY DYNAMICS
Pepperdam Industrial Park Phone 800-343-0803 7261 Investment Drive Fax 843-552-4790 N. Charleston, SC 29418 www.wheeler-ind.com ROTATING MACHINERY DYNAMICS SOFTWARE MODULE LIST Fluid Film Bearings Featuring
More informationSUMMARY OF STANDARD K&C TESTS AND REPORTED RESULTS
Description of K&C Tests SUMMARY OF STANDARD K&C TESTS AND REPORTED RESULTS The Morse Measurements K&C test facility is the first of its kind to be independently operated and made publicly available in
More informationPropeller blade shapes
31 1 Propeller blade shapes and Propeller Tutorials 2 Typical Propeller Blade Shape 3 M Flight M. No. Transonic Propeller Airfoil 4 Modern 8-bladed propeller with transonic airfoils near the tip and swept
More informationTheory of helicopter flight
A09 W eb content Giovanni Di Giorgio Theory of helicopter flight Aerodynamics, flight mechanics Aracne editrice www.aracneeditrice.it info@aracneeditrice.it Copyright MMXVIII Gioacchino Onorati editore
More informationEMEA. Rebecca Margetts Senior Engineer: Mathematical Modelling AgustaWestland. Development of a Helicopter Drivetrain Dynamics Model in MSC ADAMS
EMEA Rebecca Margetts Senior Engineer: Mathematical Modelling AgustaWestland Development of a Helicopter Drivetrain Dynamics Model in MSC ADAMS Introduction The AW101 Helicopter The Task Theory Existing
More informationAll Credit to Jeff Goin and Scout Paramotoring
TechDummy Understanding Paramotor Torque & Twist ad how to correct or minimize Mar 18, 2013 Section IV Theory & Understanding See other PPG Bible Additions See also Paramotor Torque Twist and Crash Torque
More informationCause of AA587 A R
Another Possible Cause of AA587 A300-605R Accident July 18, 2005 This brief report is prepared to explain the possibility that the inertial forces on the control linkages moved control surfaces, or at
More informationDUCHESS BE-76 AND COMMERCIAL MULTI ADD-ON ORAL REVIEW FOR CHECKRIDE
DUCHESS BE-76 AND COMMERCIAL MULTI ADD-ON ORAL REVIEW FOR CHECKRIDE The Critical Engine The critical engine is the engine whose failure would most adversely affect the airplane s performance or handling
More information12.1 Theory of Flight Rotary Wing Aerodynamics 1 2
12.1 Theory of Flight Rotary Wing Aerodynamics 1 2 Terminology; Effects of gyroscopic precession; Torque reaction and directional control; Dissymmetry of lift, Blade tip stall; Translating tendency and
More informationMarco Cantoni. joins W3MH from Japan to describe 3D setup for the TSK MyStar series of helicopters. World Wide Web Model Helicopter
Introduction 3D flying has become very popular in the last few years and is no longer a strange flying style for a few crazy pilots. With the new F3C rules even the most traditional and serious competition
More informationR10 Set No: 1 ''' ' '' '' '' Code No: R31033
R10 Set No: 1 III B.Tech. I Semester Regular and Supplementary Examinations, December - 2013 DYNAMICS OF MACHINERY (Common to Mechanical Engineering and Automobile Engineering) Time: 3 Hours Max Marks:
More informationReducing Landing Distance
Reducing Landing Distance I've been wondering about thrust reversers, how many kinds are there and which are the most effective? I am having a debate as to whether airplane engines reverse, or does something
More informationSPMM OUTLINE SPECIFICATION - SP20016 issue 2 WHAT IS THE SPMM 5000?
SPMM 5000 OUTLINE SPECIFICATION - SP20016 issue 2 WHAT IS THE SPMM 5000? The Suspension Parameter Measuring Machine (SPMM) is designed to measure the quasi-static suspension characteristics that are important
More informationMULTIBODY ANALYSIS OF THE M-346 PILOTS INCEPTORS MECHANICAL CIRCUITS INTRODUCTION
MULTIBODY ANALYSIS OF THE M-346 PILOTS INCEPTORS MECHANICAL CIRCUITS Emanuele LEONI AERMACCHI Italy SAMCEF environment has been used to model and analyse the Pilots Inceptors (Stick/Pedals) mechanical
More informationAerodynamic Testing of the A400M at ARA. Ian Burns and Bryan Millard
Aerodynamic Testing of the A400M at ARA by Ian Burns and Bryan Millard Aircraft Research Association Bedford, England Independent non-profit distributing research and development organisation Set up in
More informationSPMM OUTLINE SPECIFICATION - SP20016 issue 2 WHAT IS THE SPMM 5000?
SPMM 5000 OUTLINE SPECIFICATION - SP20016 issue 2 WHAT IS THE SPMM 5000? The Suspension Parameter Measuring Machine (SPMM) is designed to measure the quasi-static suspension characteristics that are important
More informationSilencers. Transmission and Insertion Loss
Silencers Practical silencers are complex devices, which operate reducing pressure oscillations before they reach the atmosphere, producing the minimum possible loss of engine performance. However they
More informationFokker 50 - Landing Gear & Flaps
FLIGHT CONTROLS The flight controls can be operated manually and automatically. From the flight deck, all control surfaces are mechanically operated via rod-and-cable systems, except the electrically operated
More informationCHAPTER 10 TAIL ROTOR TABLE OF CONTENTS
CHAPTER 10 TAIL ROTOR TABLE OF CONTENTS INTRODUCTION 3 GENERAL 3 HUB ASSEMBLY 3 TRUNION 4 YOKE ASSEMBLY 4 BEARING HOUSING 5 BLADES 5 STRUCTURE 5 BLADE MAJOR PARTS 7 PITCH-CHANGE MECHANISM 7 PITCH HORNS
More informationIntroduction. Fuselage/Cockpit
Introduction The Moravan Zlin 242L is a fully aerobatic 2 seat aircraft designed to perform all advanced flight maneuvers within an envelope of -3.5 to +6 Gs. Many military and civilian flight-training
More informationAircraft Maintenance Prof. A.K Ghosh Prof. Vipul Mathur Department of Aerospace Engineering Indian Institute of Technology, Kanpur
Aircraft Maintenance Prof. A.K Ghosh Prof. Vipul Mathur Department of Aerospace Engineering Indian Institute of Technology, Kanpur Lecture 05 Aircraft Landing Gear System Now, coming to the next aircraft
More informationDASSAULT AVIATION Proprietary Data
F2000EX EASY 02-27-00 CODDE 1 PAGE 1 / 2 TABLE OF CONTENTS 02-27 02-27-00 TABLE OF CONTENTS 02-27-05 GENERAL Introduction Flight control sources Primary and secondary flight controls 02-27-10 DESCRIPTION
More informationCHAPTER 2 THE TUTOR. Introduction
CHAPTER 2 THE TUTOR Introduction 1. AEFs. The Royal Air Force has 12 units throughout the country known as Air Experience flights (AEFs). Their role is to provide air experience flying for cadets and they
More informationElectric Drive - Magnetic Suspension Rotorcraft Technologies
Electric Drive - Suspension Rotorcraft Technologies William Nunnally Chief Scientist SunLase, Inc. Sapulpa, OK 74066-6032 wcn.sunlase@gmail.com ABSTRACT The recent advances in electromagnetic technologies
More informationAERONAUTICAL ENGINEERING
AERONAUTICAL ENGINEERING SHIBIN MOHAMED Asst. Professor Dept. of Mechanical Engineering Al Ameen Engineering College Al- Ameen Engg. College 1 Aerodynamics-Basics These fundamental basics first must be
More information(1) Keywords: CFD, helicopter fuselage, main rotor, disc actuator
SIMULATION OF FLOW AROUND FUSELAGE OF HELICOPTER USING ACTUATOR DISC THEORY A.S. Batrakov *, A.N. Kusyumov *, G. Barakos ** * Kazan National Research Technical University n.a. A.N.Tupolev, ** School of
More informationAerodays 2011: Greening the air transport system REMFI. Rear fuselage and empennage flow investigation. Presented by Daniel Redondo / Adel Abbas
Aerodays 2011: Greening the air transport system REMFI Rear fuselage and empennage flow investigation Presented by Daniel Redondo / Adel Abbas REMFI - 6th Framework Programme - Partners Rear Fuselage and
More informationTAKEOFF PERFORMANCE ground roll
TAKEOFF PERFORMANCE An airplane is motionless at the end of a runway. This is denoted by location O. The pilot releases the brakes and pushes the throttle to maximum takeoff power, and the airplane accelerates
More informationNew Design Concept of Compound Helicopter
New Design Concept of Compound Helicopter PRASETYO EDI, NUKMAN YUSOFF and AZNIJAR AHMAD YAZID Department of Engineering Design & Manufacture, Faculty of Engineering, University of Malaya, 50603 Kuala Lumpur,
More informationProduct Comparison. F28F vs. Robinson R44
Product Comparison F28F vs. Robinson R44 F28F vs. R44 Specs Seats ENSTROM F28F ROBINSON R44 II 3 4 Continuous Engine Power (To Drivetrain) (hp) 225 205 Turbo-Charged? YES Empty Weight (As Configured )
More informationDESIGN AND DEVELOPMENT OF A MICRO AIR VEHICLE (µav) CONCEPT: PROJECT BIDULE
DESIGN AND DEVELOPMENT OF A MICRO AIR VEHIE (µav) CONCEPT: PROJECT BIDULE Mr T. Spoerry, Dr K.C. Wong School of Aerospace, Mechanical and Mechatronic Engineering University of Sydney NSW 6 Abstract This
More informationWind Tunnel Measurement Of Aerodynamic Characteristics Of A Generic Eurocopter Helicopter
Wind Tunnel Measurement Of Aerodynamic Characteristics Of A Generic Eurocopter Helicopter by Engr. Assoc. Prof. Dr Shuhaimi Mansor, MIEM, P. Eng. Experimental aerodynamic studies on a generic model of
More informationFlight Stability and Control of Tailless Lambda Unmanned Aircraft
IJUSEng 2013, Vol. 1, No. S2, 1-4 http://dx.doi.org/10.14323/ijuseng.2013.5 Editor s Technical Note Flight Stability and Control of Tailless Lambda Unmanned Aircraft Pascual Marqués Unmanned Vehicle University,
More informationNEW INNOVATION. Shock Absorber Tester. Model: MAHA-Shock-Diagnostic MSD 3000
Wir im Allgäu. Shock Absorber Tester Model: MAHA-Shock-Diagnostic MSD 3000 NEW INNOVATION For easy and accurate testing of the shock absorbers - Indirect shock absorber test based on the new Theta principle.
More informationAircraft Design Conceptual Design
Université de Liège Département d Aérospatiale et de Mécanique Aircraft Design Conceptual Design Ludovic Noels Computational & Multiscale Mechanics of Materials CM3 http://www.ltas-cm3.ulg.ac.be/ Chemin
More informationClick to edit Master title style
AVIATION OPERATIONAL MEASURES FOR FUEL AND EMISSIONS REDUCTION WORKSHOP Fuel Conservation Third Airframe level Maintenance for Environmental Performance Dave Anderson Flight Operations Engineer Boeing
More informationDASSAULT AVIATION Proprietary Data
F900EX EASY 02-27-00 CODDE 1 PAGE 1 / 2 TABLE OF CONTENTS 02-27 02-27-00 TABLE OF CONTENTS 02-27-05 GENERAL Introduction Flight control sources Primary and secondary flight controls 02-27-10 DESCRIPTION
More informationWeight Effects Part 1
Weight Effects Part 1 David F. Rogers Copyright c 1997-1999 David F. Rogers. All rights reserved. Most of us normally operate our aircraft at less than gross weight, yet weight significantly affects the
More informationAeroplane Aerodynamics and Flight Controls 1 2
11.1 Theory of Flight 11.1.1. Aeroplane Aerodynamics and Flight Controls 1 2 Operation and effect of: roll control: ailerons and spoilers, pitch control: elevators, stabilators, variable incidence stabilisers
More informationProduct Comparison. 480B vs. Robinson R44
Product Comparison 480B vs. Robinson R44 480B vs. Robinson R44 Specifications Enstrom 480B Robinson R44 Seats 1/4 or 2/1 1/3 Continuous Engine Power (To Drivetrain) 277 shp/206 kw 205 shp/183 kw Gross
More informationAttitude Flying. A Robinson R22 in a 60 knot attitude
Attitude Flying Airspeed Control Attitude flying is a simple concept which is used in both airplane and helicopter flying. The way it works is that the pitch attitude of the aircraft determines the forward
More information(12) Patent Application Publication (10) Pub. No.: US 2007/ A1. Zientek (43) Pub. Date: Apr. 19, 2007
US 20070O84962A1 (19) United States (12) Patent Application Publication (10) Pub. No.: US 2007/0084962 A1 Zientek (43) Pub. Date: Apr. 19, 2007 (54) AN UNLOADED LIFT OFFSET ROTOR (22) Filed: Oct. 18, 2005
More informationReduction of Self Induced Vibration in Rotary Stirling Cycle Coolers
Reduction of Self Induced Vibration in Rotary Stirling Cycle Coolers U. Bin-Nun FLIR Systems Inc. Boston, MA 01862 ABSTRACT Cryocooler self induced vibration is a major consideration in the design of IR
More informationAn Experimental Study of Dual Mass Flywheel on Conventional Flywheel on Two stroke petrol engine.
An Experimental Study of Dual Mass Flywheel on Conventional Flywheel on Two stroke petrol engine. N. N. Suryawanshi 1, Prof. D. P. Bhaskar 2 1 M.E. Design, S.R.E.S Kopargaon. nikhil23031992@gmail.com,
More informationFLIGHT DYNAMICS AND CONTROL OF A ROTORCRAFT TOWING A SUBMERGED LOAD
FLIGHT DYNAMICS AND CONTROL OF A ROTORCRAFT TOWING A SUBMERGED LOAD Ananth Sridharan Ph.D. Candidate Roberto Celi Professor Alfred Gessow Rotorcraft Center Department of Aerospace Engineering University
More informationINDEX. Preflight Inspection Pages 2-4. Start Up.. Page 5. Take Off. Page 6. Approach to Landing. Pages 7-8. Emergency Procedures..
INDEX Preflight Inspection Pages 2-4 Start Up.. Page 5 Take Off. Page 6 Approach to Landing. Pages 7-8 Emergency Procedures.. Page 9 Engine Failure Pages 10-13 Propeller Governor Failure Page 14 Fire.
More informationPerformance means how fast will it go? How fast will it climb? How quickly it will take-off and land? How far it will go?
Performance Concepts Speaker: Randall L. Brookhiser Performance means how fast will it go? How fast will it climb? How quickly it will take-off and land? How far it will go? Let s start with the phase
More informationPRECISION BELLOWS COUPLINGS
PRECISION BELLOWS COUPLINGS Bellows couplings are used where precise rotation, high speeds, and dynamic motion must be transmitted. They exhibit zero backlash and a high level of torsional stiffness, offering
More information