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Helicopter: flight dynamics

Caracas, 11/05/2010, Learning Aeroblog .- to fly a helicopter is a challenge. If you fly an airplane can be likened to riding a bike, fly a helicopter is more like juggling riding a unicycle.
helicopters are

so difficult to drive, because they are unstable in itself. While an aircraft can "focus" and then let it fly almost alone, if given freedom to a helicopter, it will start up and could end up crashing. Avoid giving these oscillations is part of pilot work, but it is a task that can fray the nerves of a beginner.

Students often need an average of between 10 and 15 hours to control the basics of how to fly a real helicopter. Pilots using Flight Simulator typically need an average of 6 hours to master the basics in a Robinson R22 Beta II or a Bell 206B JetRanger III by simulation. The first few hours can be frustrating, but do not throw in the towel. Indeed, these characteristics make flying a helicopter into a challenge so do a lot of fun. And once you've mastered the subtleties of rotary flight, there is nothing that can compare.

rotors are the wings

To understand the aerodynamics of the helicopter, remember that the main rotor system of the device serves as the wings. The rotors are profiles of the wing and, therefore, generate a lift similar to those of aircraft wings and react to changes in the angle of attack and loss-enter-just as the wings.

In an airplane, the wings are responsible for the lift, while the propeller provides traction. In a helicopter, the same component generates lift as much traction: the main rotor blades. The circular area defined by the rotation of the blades is called "disk rotor. In short, the rotor disc pushes air down and the helicopter rises. If you tilt the disc rotor, the helicopter will move in the direction of tilt. If the main rotor rotates, a force equal and opposite spin to the fuselage the helicopter in the opposite direction. The tail rotor compensates for this couple.

SPECIAL EFFECTS SPEED

operational characteristics of helicopters create special aerodynamic conditions that the pilot must understand perfectly. Among the most important may be mentioned:

• Ground Effect

refieree The ground effect is a reduction in induced drag when a plane flies near the ground. In a helicopter, ground effect is defined as an increase in performance when the device is at a distance from ground equivalent to the size of its rotor. This effect is more obvious when the main rotor disk is half the distance from the rotor to the ground. As in an aircraft, ground effect occurs when the soil interferes with the vortices produced at the ends of the main wing profile, in this case, vortices of the rotor tip. In addition, the soil reduces the induced flow acceleration (air is pushed down and through the rotor disk). The slowing down of the induced flow makes any angle of pitch is more effective in generating lift. When you are under the ground effect, the helicopter requires less power to maintain the hover.

• travel trend (cyclical stiffening)

helicopters tend to result in the same direction as the tail rotor drive. For example, helicopters built in the U.S. tend to drift to the right in a hover. Manufacturers compensate this effect by tilting the main rotor mast slightly to the left or cyclic stretching step slightly to the left. However, it is possible that the pilot should apply light pressure cyclic step to the left to compensate, especially when operating at a high rate power, for example, during a hover or a promotion.

• effective translational lift (ETL)

Large increase in performance that occurs during forward flight or in a hover in the wind. The air moves horizontally through the rotor disc rotor helps to generate more lift to a particular power regime. This effect can be seen usually at speeds between 10 and 15 knots. The transition to the ETL can be seen by a low frequency vibration. The nose of the helicopter rises and the apparatus begins to rise vertically.

• Effect of crossflow

Reduction of lift on the rear disc rotor that occurs during forward flight or in a hover into the wind. At low speeds, the air passing through the rear disc rotor speeds for longer and more vertically moving air from the front of the disc. When this accelerated air flows through the back of the disc, reduce the angle of attack of rotor blades, reducing the lift generated by the rear disc rotor. Dissymmetry

lift

The dissymmetry lift is a situation in which the main rotor does not generate the same level of support throughout the disc rotor. The dissymmetry of lift is more evident during a blade loss, which left half of the rotor disk (top view) stalls due to high feed rate, high gross weight, high density altitude and low rotor rpm as well as turbulence, abrupt use of controls and steep turns. This effect occurs only when the helicopter is flying forward or in a hover into the wind. Designers can compensate for dissymmetry of lift making the fins or blades are put into flag. FLIGHT CONTROL

A helicopter has four basic flight controls: general Paso

• Step cyclic Accelerator

anti-torque pedals Helicopters are much more sensitive to movement controls of any aircraft. To fly a helicopter in a smooth and precise, it is necessary to coordinate the use of all flight control and power. Remember these basics:

• Apply gentle pressure to the controls, always refraining from sudden or exaggerated movements, since they cause increasing oscillations greater than can quickly lead to a loss of absolute control. Almost just about what to do and the helicopter will: so mild pressure should be applied to the controls.
• must anticipate what will happen when you move a control and what should be the corresponding movements of the other controls. For example, if the power increases by increasing the general step, you must also drive the left anti-torque pedal to compensate for the tendency of the helicopter to turn right.
• sure you fully understand the effects of special aerodynamic characteristics of helicopters and settings control necessary to compensate. Must be able to anticipate these effects, not just reacting to them. If you expect to notice the effect to react and have trouble controlling the device.
• Under no circumstances remove the hand of the cyclical passage while the main rotor is spinning.
• After landing, make sure the helicopter is firmly seated and that the general step is completely down prior to engine shutdown. Keep the cyclical passage in neutral until the main rotor stops.

The general step

The general step (or "control the pitch of the general step) is used as the primary way to control the altitude and the power of a helicopter. This step varies the lift produced by the main rotor system to increase or decrease simultaneously or jointly pitch of all main rotor blades. Basically, the general step determines the thrust vector.

In a real helicopter, you use the left arm to raise and lower the general step, moving a long lever mounted on the cabin floor.

By raising the general step simultaneously increases the pitch (and therefore the angle of attack) of all the blades, increasing the lift generated by the main rotor system. Lowering the general way, simultaneously decreasing the pitch (angle of attack) of all the blades, reducing the lift generated by the main rotor system.

Raising the collective pitch, rotor blades produce more lift. However, the higher angle of attack of the blades also generates a higher resistance, so you must increase power to maintain rotor rpm. This increase in power results in an equal and opposite reaction by increasing torque. Therefore, when you increase the collective pitch must also tread left anti-torque pedal. Reducing the general step, reduce lift and drag, less power is needed to maintain rotor RPM and therefore, the torque decreases. To achieve a coordinated flight, must step on the right pedal when you reduce the general step. Remember to predict what will happen. If you wait to feel the effect of a control movement to react and have trouble controlling the device.

acceleration accelerator is mounted on the end of the general step.

The most important rule for flying a helicopter is this: keep constant the number of rotor revolutions per minute!

If the main rotor and tail do not turn fast enough, will not generate sufficient lift, which could have fatal consequences. Without the lift of the main rotor, a helicopter can not stay in the air, without the lift of the tail rotor, the pilot can maintain control of yaw.

The cyclical passage

During the flight, the step cycle (or step control cyclic pitch) controls pitch attitude and tilt of a helicopter, that is, performs the same function as the control lever that controls the rudder and ailerons on an airplane. The cyclical passage is the main control airspeed during flight. By applying the cyclic step forward, airspeed increases, if applied back is reduced.

The direction of the force generated by the rotor disk is controlled by tilting the same for cyclic and step through a series of mechanical devices. The cyclical passage of the rotor disk tilts, and during a hover, controls the direction and speed of movement of the helicopter on the ground. Moving the cyclic step forward, the helicopter flies forward. To move to the left, the helicopter moves (ie moves in the field) to the left, and so on. The general position of the step determines the thrust vector. The cyclic pitch position determines the angle (or direction) of the thrust vector.

The degree of pressure applied on the cyclical passage will determine how fast the helicopter will move in a specific direction. To move the step cyclical adjustments are usually due to other flight controls over general and anti-torque pedals. For example:

• In a normal cruise flight, when it is cyclic step forward, the nose of the helicopter also leans forward. Airspeed increases and the helicopter drops below an increase in the general way to increase lift produced by the main rotor and increase power.
• Moving back the cyclic, the nose of the helicopter rises. Airspeed decreases and the helicopter rises, unless a reduction in the general way to decrease the power.
• When you move the general step, the pair change, so also must tread left or right anti-torque pedal to maintain coordinated flight.

anti-torque pedals

The torque produced by the main rotor is compensated by the anti-torque pedals. Increasing the step generally increases the torque, if you reduce the collective pitch is reduced to par. You must use the pedals, or end up turning without control.

By increasing the general way to increase power, you walked on the left pedal to prevent the helicopter turn to the right. Similarly, by reducing the general way to decrease the power, you walked on the right pedal to compensate for the reduction in torque. (Note that this contradicts the trends turn left onto an airplane at high power.)

In forward flight, a helicopter tour as an airplane is tilted. In a hover, use the pedals to keep track of the helicopter, that is, the direction you point the nose. During the hover, you can also use the left or right pedal rotate the helicopter. This type of rotation is often called "turn of foot."

During cruise flight and the normal ups and downs, use the pedals to maintain coordinated flight, ie for the helicopter to keep focused. Do not use the pedals for turns, except during hovering. Use the cyclical passage to tilt and turn the helicopter and to stay the course of the unit. You can determine if the helicopter is not centered or watching the ball inclinometer or needle turn. If the ball is on the left of center, step on the pedal. If the ball is on the right of center, push the right pedal. Power divided

engine helicopter rotor drives both the main and tail rotor tail. If you need a high power setting to maintain a hover or to make a hover in strong crosswind conditions may cause the tail rotor is not able to generate enough momentum to counteract the torque provided by the main rotor or the tendency of the helicopter to spin in the wind.

DNA / Aeroblog

Source: MAFUSO.NET

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May 7 in aeronautical history


Caracas, 07/05/2010, Efemerides Aeroblog .- May 7 in aviation.

• 1927 - was founded as the first airline Varig of Brazil.
• 1937 - The XC-35 became the first Lockheed plane with a pressurized cabin.
• 1960 - The Soviet Union set out a cover of America on the status of a Lockheed U-2 spy plane shot down over USAF Russia six days earlier. Then Russia forward, adding information that the pilot had survived and much of the spy plane was intact. Assuming that the pilot was killed and the aircraft destroyed, the United States say they had lost an aircraft weather measurements.
  
• 1979 - British Airways becomes the first airline to use the -500 version of the Lockheed L-1011 in service on a flight from Heathrow to Abu Dhabi.
• 1984 - The PC-9, a low-wing tandem seat turboprop training aircraft Pilatus-makes its first flight.
• 1999 - Express Airlines, which later became Pinnacle Airlines, has announced that it will be the launch operator of the Bombardier Regional Jet (CRJ) of Northwest Airlines.

Source: NYC AVIATION

DNA / Aeroblog

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Merger between Continental Airlines and United Airlines is a fact. Opened

New York, May 3 (EFE) .- The merger between United Airlines and Continental announced today creates the largest air transport group in the world and confirms the trend in the industry to consolidate to reduce costs and capacity, increasing competitiveness and cope with the fierce competition and price war.

The two airlines confirmed today their definitive merger agreement, valued at 3,170 million dollars, and that will result if the U.S. regulatory authority gives its green light, the largest airline in the world, with more than 370 destinations in 59 countries and a workforce of around 90,000 people.


In his message to employees, the current president and CEO of United Airlines Corporation (UAL), parent of the airline, Glenn Tilton, increased as a result of the covenant "will be some staff reductions in force general labor among managers. "

Tilton, according to the agreement, will chair the board of the new airline, which will consist of 16 directors, operate under the name of United and will be headquartered in Chicago (Detroit) and its principal operating center in Houston (Texas), but will have nine more.

The new corporation will be called Continental and United's fleet of both airlines will be unified under the blue logo Continental also launched a campaign under the slogan "Let's fly together."

President and CEO of Continental, Jeff Smisek, will hold that same position in the new company and will join the board of directors, said the two airlines through a joint press release.

also noted that the agreement still must be approved by shareholders, apart from the competition authorities in the U.S., shareholders will receive 1.05 Continental titles for each of their titles.

The total price of the merger will be around 3,170 million dollars, and that calculation was made based on the quote as evidence of United had to midday on Friday, $ 21.60, and Continental, which were $ 22.68.

Experts have estimated that the value per share represents a premium of 1.5% compared to the prices at which securities closed last Friday.

The airline said that based on the agreement, United have 55% of the resulting signature and 45% Continental, plus the transaction is completed in the final quarter of this year.

United Future will be almost 8% larger than Delta Air Lines (DAL) and managed about 21% of the seats in the U.S. market, compared with 20% that Delta achieved after the acquisition of Northwest Airlines in 2008.

With the merger between United and Continental, third and fourth airlines in the world by passenger numbers, consolidating the trend in the airline industry to reduce costs and capacity, increasing competitiveness and cope with the fierce competition and price war.

"It is a merger of equals that will create a truly global airline with an unparalleled network to serve around the world," said Tilton, who considered that this operation "creates a company stronger and more efficient in operational terms and financially. "

added that the resulting firm will also be "best positioned to succeed in a global aviation industry very dynamic and competitive."

Smisek, meanwhile, said the merger would give "a significant financial strength will allow investments to further improve products and services to keep roasted benefits ".

The two firms also referred to the impact that the merger will have on its workforce, which together will be around 90,000 employees, telling them that" job security will be strengthened, to be part of an airline financially stronger and more geographically diverse.

The two companies said they believe that the effect of the merger on the workforce "will be minimal," but stated that a reduction will occur through retirement programs and other voluntary for who want their low, responding to concerns expressed by the union sector, they belong to nearly 30,000 employees of both airlines.

also reported that the resulting firm will have combined annual revenue around U.S. $ 29,000 million, with reference to the financial performance of both last year.

United and Continental are in Star Alliance, which also includes Germany's Lufthansa and Air Canada, and which provide consumers with more than 1,000 destinations.

In Brussels, the European Commission said Monday it will consider the implications from the point of view, this merger raises competition for Star Alliance.

Following the announcement of the merger, shares United won the 1.08% to $ 21.83 and Continental, by 0.40% to $ 22.44 per share.

DNA / Aeroblog