SIKORSKY S-70I HELICOPTER
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Military EC725 002 EC725 EC725 003 EC725 DESIGNED FOR THE MOST DEMANDING MISSIONS A COMBAT PROVEN MULTI-ROLE HELICOPTER Introduced in 2005, the EC725 has proven itself in combat service worldwide: Afghanistan, Lybia and Mali. An evolution from the experience gained with the Cougar family, the EC725 is the latest version of this medium lift (11-ton class) helicopter. The EC725 is equipped with: • Two latest generation Turbomeca Makila 2A1 engines • A five-blade rotor providing high levels of maneuverability • A state-of the-art glass cockpit and avionics • The most advanced Automatic Flight Control System. The EC725 excels in a full range of military missions: • Special Operations • Combat Search and Rescue • Tactical transport • Casualty / medical evacuation. As well as in public service missions: • Search and Rescue • Firefighting • Coast Guard • Exclusive Economic Zone (EEZ) protection. The EC725 - a truly multi-purpose, versatile military asset – has the capability to operate both from ships and from ashore. 004 EC725 The most demanding missions Special Ops, Combat SAR and Personal Recovery missions require performance, precise navigation and survivability; qualities for which the EC725 is outstanding. The French Forces are successfully operating the EC725 in the harshest environments. The success of the EC725 demonstrated in Afghanistan and Libya, reflects its excellent capabilities as a Force Multiplier and the ability of this aircraft to offer decisive tactical advantage to any operator. EC725 005 Mission Capabilities Major mission -
Real-Time Helicopter Flight Control: Modelling and Control by Linearization and Neural Networks
Purdue University Purdue e-Pubs Department of Electrical and Computer Department of Electrical and Computer Engineering Technical Reports Engineering August 1991 Real-Time Helicopter Flight Control: Modelling and Control by Linearization and Neural Networks Tobias J. Pallett Purdue University School of Electrical Engineering Shaheen Ahmad Purdue University School of Electrical Engineering Follow this and additional works at: https://docs.lib.purdue.edu/ecetr Pallett, Tobias J. and Ahmad, Shaheen, "Real-Time Helicopter Flight Control: Modelling and Control by Linearization and Neural Networks" (1991). Department of Electrical and Computer Engineering Technical Reports. Paper 317. https://docs.lib.purdue.edu/ecetr/317 This document has been made available through Purdue e-Pubs, a service of the Purdue University Libraries. Please contact [email protected] for additional information. Real-Time Helicopter Flight Control: Modelling and Control by Linearization and Neural Networks Tobias J. Pallett Shaheen Ahmad TR-EE 91-35 August 1991 Real-Time Helicopter Flight Control: Modelling and Control by Lineal-ization and Neural Networks Tobias J. Pallett and Shaheen Ahmad Real-Time Robot Control Laboratory, School of Electrical Engineering, Purdue University West Lafayette, IN 47907 USA ABSTRACT In this report we determine the dynamic model of a miniature helicopter in hovering flight. Identification procedures for the nonlinear terms are also described. The model is then used to design several linearized control laws and a neural network controller. The controllers were then flight tested on a miniature helicopter flight control test bed the details of which are also presented in this report. Experimental performance of the linearized and neural network controllers are discussed. -
Helicopter Physics by Harm Frederik Althuisius López
Helicopter Physics By Harm Frederik Althuisius López Lift Happens Lift Formula Torque % & Lift is a mechanical aerodynamic force produced by the Lift is calculated using the following formula: 2 = *4 '56 Torque is a measure of how much a force acting on an motion of an aircraft through the air, it generally opposes & object causes that object to rotate. As the blades of a Where * is the air density, 4 is the velocity, '5 is the lift coefficient and 6 is gravity as a means to fly. Lift is generated mainly by the the surface area of the wing. Even though most of these components are helicopter rotate against the air, the air pushes back on the rd wings due to their shape. An Airfoil is a cross-section of a relatively easy to measure, the lift coefficient is highly dependable on the blades following Newtons 3 Law of Motion: “To every wing, it is a streamlined shape that is capable of generating shape of the airfoil. Therefore it is usually calculated through the angle of action there is an equal and opposite reaction”. This significantly more lift than drag. Drag is the air resistance attack of a specific airfoil as portrayed in charts much like the following: reaction force is translated into the fuselage of the acting as a force opposing the motion of the aircraft. helicopter via torque, and can be measured for individual % & -/ 0 blades as follows: ! = #$ = '()*+ ∫ # 1# , where $ is the & -. Drag Force. As a result the fuselage tends to rotate in the Example of a Lift opposite direction of its main rotor spin. -
Helicopter Flying Handbook (FAA-H-8083-21B) Chapter 8
Chapter 8 Ground Procedures and Flight Preparations Introduction Once a pilot takes off, it is up to him or her to make sound, safe decisions throughout the flight. It is equally important for the pilot to use the same diligence when conducting a preflight inspection, making maintenance decisions, refueling, and conducting ground operations. This chapter discusses the responsibility of the pilot regarding ground safety in and around the helicopter and when preparing to fly. 8-1 Preflight There are two primary methods of deferring maintenance on rotorcraft operating under part 91. They are the deferral Before any flight, ensure the helicopter is airworthy by provision of 14 CFR part 91, section 91.213(d) and an FAA- inspecting it according to the rotorcraft flight manual (RFM), approved MEL. pilot’s operating handbook (POH), or other information supplied either by the operator or the manufacturer. The deferral provision of 14 CFR section 91.213(d) is Remember that it is the responsibility of the pilot in command widely used by most pilot/operators. Its popularity is due (PIC) to ensure the aircraft is in an airworthy condition. to simplicity and minimal paperwork. When inoperative equipment is found during preflight or prior to departure, the In preparation for flight, the use of a checklist is important decision should be to cancel the flight, obtain maintenance so that no item is overlooked. [Figure 8-1] Follow the prior to flight, determine if the flight can be made under the manufacturer’s suggested outline for both the inside and limitations imposed by the defective equipment, or to defer outside inspection. -
Paper Helicopters Preparation
Paper Helicopters Preparation CLASS LEVEL First – sixth class OBJECTIVES Content Strand and Strand Unit Energy & forces, Forces Through investigation the child should be enabled to come to appreciate that gravity is a force, SESE: Science Curriculum page 87. In this activity children explore how some things fall and how varying the size of the rotor blades, the shape of the rotor blades and the weight of a paper helicopter affect the way a helicopter spins. Skill development Through completing the strand units of the science curriculum the child should be enabled to design, plan and carry out simple experiments, having regard to one or two variables and the need to sequence tasks and tests, SESE: Science Curriculum page 79. This activity helps them understand fair testing by changing only one variable (i.e. shape only or length only) at a time. Investigating; experimenting; observing; analysing; measuring/timing; recording and communicating. CURRICULUM LINKS Mathematics Data / representing and interpreting data SESE: History Continuity and change over time/ technological and scientific developments over long periods BACKGROUND A previous activity on how things fall (i.e. the weight of the object is not a factor – Galileo and the Leaning Tower of Pisa) would help understanding of this activity, but not essential. MATERIALS/EQUIPMENT Paper, Ruler, Paper Clips, Scissors Templates of different sizes PREPARATION Test out a few thicknesses of paper/cardboard first to see that some of them spin. BACKGROUND The shape of the helicopter rotor blades make it spin INFORMATION when dropped from a height. Gravity pulls the helicopter down. The air resists the movement and pushes up each rotor separately, causing the helicopter to spin. -
Over Thirty Years After the Wright Brothers
ver thirty years after the Wright Brothers absolutely right in terms of a so-called “pure” helicop- attained powered, heavier-than-air, fixed-wing ter. However, the quest for speed in rotary-wing flight Oflight in the United States, Germany astounded drove designers to consider another option: the com- the world in 1936 with demonstrations of the vertical pound helicopter. flight capabilities of the side-by-side rotor Focke Fw 61, The definition of a “compound helicopter” is open to which eclipsed all previous attempts at controlled verti- debate (see sidebar). Although many contend that aug- cal flight. However, even its overall performance was mented forward propulsion is all that is necessary to modest, particularly with regards to forward speed. Even place a helicopter in the “compound” category, others after Igor Sikorsky perfected the now-classic configura- insist that it need only possess some form of augment- tion of a large single main rotor and a smaller anti- ed lift, or that it must have both. Focusing on what torque tail rotor a few years later, speed was still limited could be called “propulsive compounds,” the following in comparison to that of the helicopter’s fixed-wing pages provide a broad overview of the different helicop- brethren. Although Sikorsky’s basic design withstood ters that have been flown over the years with some sort the test of time and became the dominant helicopter of auxiliary propulsion unit: one or more propellers or configuration worldwide (approximately 95% today), jet engines. This survey also gives a brief look at the all helicopters currently in service suffer from one pri- ways in which different manufacturers have chosen to mary limitation: the inability to achieve forward speeds approach the problem of increased forward speed while much greater than 200 kt (230 mph). -
2021 AHNA Options Catalogue
OPTIONS CATALOGUE 2021 Return to the Table of Contents Contact and Order Information U.S.A: +1 800-COPTER-1 [email protected] Canada: +1 800-267-4999 [email protected] © July 2021 Airbus Helicopters, all rights reserved. 002 | Options Catalogue 2021 Options Catalogue INTRODUCTION At Airbus Helicopters in North America, our engineering excellence and completions capability is an integral part of meeting your operating requirements. We are committed to providing OEM approved equipment modifications that further enhance your experience with our product line. This catalogue illustrates a grouping of our most important and interesting options available for the H125, H130, H135, and H145 aircraft families. Airbus Helicopters, Inc. is a certified “Design Approval Organization” by the Federal Aviation Administration. Airbus Helicopters Canada is a certified “Design Approval Organization” by Transport Canada. As customer centers, we have also been recognized as an Authorized Design Organization by the Airbus Helicopters Group (AH Group). For more information, please visit Airbus World or see contact information on the next page. Airbus Helicopters' Airbus World customer portal simplifies customers’ daily operations and allows them to focus on what really matters: their business. Air- bus World is an innovative online platform for accessing technical publications, placing orders and quotations, managing fleet data as well as warranty claims, and receiving quick responses to support and services questions. Airbus Helicopters reserves the right to make configuration and data changes at any time without notice. Information contained in this document is expressed in good faith and does not constitute any offer or contract with Airbus Helicopters. -
Helicopter and Tiltrotor Noise Modeling Procedures Document
ACRP Problem Statement: 89 Recommended Allocation: $250,000 Helicopter and Tiltrotor Noise Modeling Procedures Document Click here to see problem statement in IdeaHub: http://ideascale.com/t/UKsrZBVBS (Note: you must be a registered user in myACRP/IdeaHub.) TAGS: Airport Planning, Environment, Noise Impacts, Operations, Policy, Public Relations STAFF COMMENTS No comments. AVERAGE INDUSTRY RATING SUMMARY Committees1 Airport Community2 Achievable 3.00 3.50 Applicable 2.50 3.50 Implementable 2.00 3.50 Understandable 2.50 3.00 OVERALL 2.50 3.38 Notes: 1. Includes TRB aviation committees and committees from ACI-NA and AAAE. 2. Includes airport employees serving on active ACRP project panels. CLICK HERE TO SEE DETAILED INDUSTRY RATINGS CLICK HERE TO SEE DETAILED INDUSTRY COMMENTS ACRP OVERSIGHT COMMITTEE (AOC) DISPOSITION The average AOC rating among its voting members was 2.1 on a scale of 1 to 5. There was on discussion. The problem statement was not selected for ACRP funding and will be returned to the idea collection phase of ACRP’s IdeaHub. ACRP Problem Statement: 89 Helicopter and Tiltrotor Noise Modeling Procedures Document TAGS: Airport Planning, Environment, Noise Impacts, Operations, Policy, Public Relations OBJECTIVE The objective of this research effort is to develop written documentation on best available methods to model community noise generated from helicopter and tiltrotor operations. The document should address integrated and simulation modeling techniques, and methods for collecting and analyzing noise source data, and outline noise source development protocols. The language and format of the document shall be suitable for standards submission. BACKGROUND Existing noise modeling standards [SAE-AIR-1845; ICAO, Doc-29] for prediction of fixed wing community noise have been promulgated internationally and serve as the technical justification and defensible rationale upon which numerous noise models such as the Aviation Environmental Design Tool (AEDT) and the Integrated Noise Model (INM) rely. -
The Rotating Wing Aircraft Meetings of 1938 and 1939 Were the First
The Rotating Wing Aircraft Meetings of 1938 and 1939 This advertisement showing Pitcairn’s 1932 Tandem landing at an were the first national conferences on rotorcraft. They marked estate was typical of their strategy to market to the wealthy. “If yours a transition from a technological focus on the Autogiro to the is such an estate or if you will select a neighboring field, a Pitcairn representative will gladly demonstrate the complete practicality of helicopter. In addition, these important meetings helped to this modern American scene.” With the Great Depression wearing lay the groundwork for the founding of the American Heli- on, however, the Autogiro business was moribund by the late 1930s. copter Society. – Ed. he Rotating Wing Aircraft Meeting of October 28 This was a significant gathering for the future of – 29, 1938 at the Franklin Institute in Philadel- rotary wing flight in America, coming at a time when T phia, PA, sponsored by the Philadelphia Chapter the Autogiro movement was moribund and helicopter of the Institute of the Aeronautical Sciences (IAS, the development was just about to receive a boost with forerunner of the American Institute of Aeronautics and commencement of the just-passed Dorsey-Logan Bill. Astronautics, or AIAA), was an historic gathering of And, perhaps of greater importance, those attending – those involved, committed to and researching Autogiro, including many of the leading developers of rotary wing convertiplane and helicopter flight. It was, as described flight – were actively speculating as to the future that in the preface to the conference proceedings, “the first rotary wing flight might take. -
Advanced Technology Aircraft Phase 1
Department of Transport Bureau of Air Safety Investigation Advanced Technology Aircraft Phase 1 SAB/IP/94/01 RP/91/04 Released by the Director of the Bureau of Air Safety Investigation under the provisions of Air Navigation Regulation 283 When the Bureau makes recommendations as a result of its investigations or research, safety (in accordance with its charter) is its primary consideration. However, the Bureau fully recognises that the implementation of recommendations arising from its investigations will in some cases incur a cost to the industry. ISBN no. 0 642 20225 7 April 1994 lhsreport was produced by the Bureau of Air Safety Investigation (BASI), PO Box 967, Civic Square ACT 2608. The Director of the Bureau authorised the investigation and the publication of this report pursuant to his delegated powers conferred by Air Navigation Regulations 278 and 283 respectively. Readers are advised that the Bureau investigates for the sole purpose of enhancing aviation safety. Consequently, Bureau reports are confined to matters of safety significance and may be misleading if used for any other purpose. As BASI believes that safety information is of greatest value if it is passed on for the use of others, copyright restrictions do not apply to material printed in this report. Readers are encouraged to copy or reprint for further distribution, but should acknowledge BASI as the source. ii CONTENTS Page Summary iv Abbreviations V 1 Introduction 1 1.1 Definition 1 1.2 Objectives 1 2 Safety Issues Pertinent to Advanced Technology Aircraft 3 2.1 -
Historical Perspective September 2011 11
Helicopter heroes It was 50 years ago that a prototype helicopter first flew and a legend was born—the CH-47 By Mike Lombardi urrently serving on the front lines The advantage of this unique design Just as earlier Chinooks proved of the global fight against terror- allows for low load-per-rotor area, elimi- themselves in wartime, the D model Cism, the CH-47 Chinook is the nates the need for a tail rotor, increases has played a key role for U.S. and epitome of the innovative tandem-rotor lift and stability, and provides a large allied troops in the deserts of Iraq helicopter designs produced through range for center of gravity. and the mountains of Afghanistan. the genius of helicopter pioneer Frank The HRP was followed by the U.S. The highly modified MH-47 series is Piasecki, founder of the company that Navy HUP/UH-25, the first helicopter to operated by the U.S. Army Special would later develop into the Boeing incorporate overlapping tandem rotors, Operations Forces. operations near Philadelphia. and the U.S. Air Force CH-21, a long- When the Chinook first flew in 1961 The CH-47, having been continuously range helicopter transport designed for Boeing Magazine wrote: “There is a modernized, has provided unmatched use in the Arctic. saying in the aviation industry that you capability for U.S. and allied troops since Piasecki stepped down in 1955 as can tell a winner by its appearance. The hard work and dedication of the Boeing its introduction 50 years ago this month. -
CH-47 Chinook/Improved Cargo Helicopter (CH-47F)
CH-47 Chinook/Improved Cargo Helicopter (CH-47F) 204 United States Army Concept and Technology Development | System Development and Demonstration | Production and Deployment | Operations and Support C H-47 Chinook/Improved Cargo Helicopter (CH-47F) Cargo Chinook/Improved H-47 — Mission — Program Status Transport ground forces, supplies, ammunition and other battle-critical cargo in support • 3QFY98 Awarded the engineering and manufacturing development of worldwide combat and contingency operations. (EMD) contract, slated for completion FY03. T55-GA-714A Engine: — Description and Specifications • 1QFY98 Commenced low-rate initial production (LRIP). As the Army’s only Objective Force heavy-lift cargo helicopter capable of intra-theater cargo movement of payloads greater than 9000 lbs, the CH-47 Chinook/Improved Cargo • 1QFY00 First unit equipped. Helicopter (CH-47F) is an essential component of the Army Vision. The CH-47F program • 2QFY00 Currently fielding for the CH-47D/MH-47D/MH-47E. will remanufacture 300 of the current fleet of 431 CH-47D Chinook helicopters, install a Extended Range Fuel System (ERFS): new digital cockpit, and make modifications to the airframe to reduce vibration. • 4QFY98 Awarded the improved ERFS II production contract. Initial The upgraded cockpit will provide future growth potential and will include a digital data deliveries were deployed in support of operations in Kosovo. bus that permits installation of enhanced communications and navigation equipment for improved situational awareness, mission performance, and survivability. Airframe struc- • 2QFY00 ERFS received a full materiel release. tural modifications will reduce harmful vibrations, reducing operations and support • 3QFY01 First flight (EMD). (O&S) costs and improving crew endurance. Other airframe modifications reduce by approximately 60 percent the time required for aircraft tear down and build-up after — Projected Activities deployment on a C-5 or C-17.