Model Airplane Turbine Engine
Jerry Airola Las Vegas
Arlington, Texas, March 7, 2003: Aviation history was made today with the maiden flight of the world’s first civil tiltrotor, the Bell/Agusta Aerospace BA609. The nine-passenger aircraft, jointly developed by Bell Helicopter Textron and Agusta, hovered at an altitude of 50 feet, performed left and right peddle turns, both forward and aft flight maneuvers, four take-offs and landings, nacelle position changes and stability testing for .6 flight hours (36 minutes) before setting down. The first flight follows several weeks of ground runs and taxi testing for the BA609 conducted at Bell’s Arlington Flight Research Center. “Today’s first flight of the BA609 is truly an historic occasion for it marks the first flight of an aircraft that will be available to the public that can not only fly with the high speed and range of an airplane but can take-off, hover and land with the versatility of a helicopter,” stated Bell Helicopter’s Chairman and CEO John Murphey, adding, “Until today, commercial helicopters were limited to a top speed of about 150 knots. The BA609 smashes through that barrier with a top speed approaching 300 knots. This achievement is as remarkable as when the Bell X-1 first broke the sound barrier over 50 years ago.”
Jerry Airola Helicopter Pilot :Aircraft Specifications (Civil)
Thanks to my friends at Bell Helicopter Textron who sent me mass quantities of information on their current models, I am able to pass along the information that I received about some of their aircraft. All of the information is straight from the 1998 literature given to customers by Bell. Some of the information was interpolated from the literature as it was printed. Thanks again to the great people at Bell for being so kind as to send the information to me.
The cyclic control is usually located between the pilot’s legs and is commonly called the cyclic stick or just cyclic. On most helicopters, the cyclic is similar in looks to a joystick in a conventional aircraft. By contrast, the Robinson R22 and Robinson R44 have a unique teetering bar cyclic control system and a few early helicopters have had a cyclic control that descended into the cockpit from overhead. The control is called the cyclic because it changes the pitch of the rotor blades cyclically. That is, the pitch or feathering angle of the rotor blades changes depending upon their position as they rotate around the hub so that all blades will change their angle the same amount at the same point in the cycle. The change in cyclic pitch has the effect of changing the angle of attack and thus the lift generated by a single blade as it moves around the rotor disk. This in turn causes the blades to fly up or down in sequence, depending on the changes in lift affecting each individual blade.
The result is to tilt the rotor disk in a particular direction, resulting in the helicopter moving in that direction. If the pilot pushes the cyclic forward, the rotor disk tilts forward, and the rotor produces a thrust vector in the forward direction. If the pilot pushes the cyclic to the right, the rotor disk tilts to the right and produces thrust in that direction, causing the helicopter to move sideways in a hover or to roll into a right turn during forward flight, much as in a conventional aircraft.
On any rotor system there is a delay between the point in rotation where a change in pitch is introduced by the flight controls and the point where the desired change is manifest in the rotor blade’s flight. While often discussed as gyroscopic precession for ease of teaching,
Throttle
Helicopter rotors are designed to operate at a specific RPM. The throttle controls the power produced by the engine, which is connected to the rotor by a transmission. The purpose of the throttle is to maintain enough engine power to keep the rotor RPM within allowable limits in order to keep the rotor producing enough lift for flight. In single-engine helicopters, the throttle control is a motorcycle-style twist grip mounted on the collective control, while dual-engine helicopters have power levers.
In many piston engine-powered helicopters, the pilot manipulates the throttle to maintain rotor RPM. Turbine engine helicopters, and some piston helicopters, use governors or other electro-mechanical control systems to maintain rotor RPM and relieve the pilot of routine responsibility for that task. (There is normally also a manual reversion available in the event of a governor failure.)
Forward flight
In forward flight a helicopter’s flight controls behave more like that in a fixed-wing aircraft. Displacing the cyclic forward will cause the nose to pitch down, with a resultant increase in airspeed and loss of altitude. Aft cyclic will cause the nose to pitch up, slowing the helicopter and causing it to climb. Increasing collective (power) while maintaining a constant airspeed will induce a climb while decreasing collective will cause a descent. Coordinating these two inputs, down collective plus aft cyclic or up collective plus forward cyclic, will result in airspeed changes while maintaining a constant altitude. The pedals serve the same function in both a helicopter and a fixed-wing aircraft, to maintain balanced flight. This is done by applying a pedal input in whichever direction is necessary to center the ball in the turn and bank indicator.
The cyclic control is usually located between the pilot’s legs and is commonly called the cyclic stick or just cyclic. On most helicopters, the cyclic is similar in looks to a joystick in a conventional aircraft. By contrast, the Robinson R22 and Robinson R44 have a unique teetering bar cyclic control system and a few early helicopters have had a cyclic control that descended into the cockpit from overhead. The control is called the cyclic because it changes the pitch of the rotor blades cyclically. That is, the pitch or feathering angle of the rotor blades changes depending upon their position as they rotate around the hub so that all blades will change their angle the same amount at the same point in the cycle. The change in cyclic pitch has the effect of changing the angle of attack and thus the lift generated by a single blade as it moves around the rotor disk. This in turn causes the blades to fly up or down in sequence, depending on the changes in lift affecting each individual blade.
The result is to tilt the rotor disk in a particular direction, resulting in the helicopter moving in that direction. If the pilot pushes the cyclic forward, the rotor disk tilts forward, and the rotor produces a thrust vector in the forward direction. If the pilot pushes the cyclic to the right, the rotor disk tilts to the right and produces thrust in that direction, causing the helicopter to move sideways in a hover or to roll into a right turn during forward flight, much as in a conventional aircraft.
On any rotor system there is a delay between the point in rotation where a change in pitch is introduced by the flight controls and the point where the desired change is manifest in the rotor blade’s flight. While often discussed as gyroscopic precession for ease of teaching,
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