By C. Venkatesan
Historical improvement of Helicopters and Overview
Introduction to soaring and Vertical Flight Theory
Introduction to ahead Flight Theory
Rotor Blade Flapping movement: uncomplicated Model
Helicopter Trim (or Equilibrium) Analysis
Isolated Rotor Blade Dynamics
Rotor Blade Aeroelastic balance: Coupled Mode
Coupled Rotor-Fuselage Dynamics: Rotor Modes
Flap Dynamics lower than common Hub Motion
Helicopter balance and Control
Ground Resonance-Aeromechanical Instability: an easy model
Bibliography
Read more...summary:
Historical improvement of Helicopters and Overview
Introduction to soaring and Vertical Flight Theory
Introduction to ahead Flight Theory
Rotor Blade Flapping movement: uncomplicated Model
Helicopter Trim (or Equilibrium) Analysis
Isolated Rotor Blade Dynamics
Rotor Blade Aeroelastic balance: Coupled Mode Dynamics
Coupled Rotor-Fuselage Dynamics: Rotor Modes
Flap Dynamics less than normal Hub Motion
Helicopter balance and Control
Ground Resonance-Aeromechanical Instability: an easy model
Bibliography
Read or Download Fundamentals of Helicopter Dynamics PDF
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Extra info for Fundamentals of Helicopter Dynamics
Example text
The invention of helicopters can be considered to be completed by 1950s. However, new developments are still being pursued, which are possible due to the overall technological development in several associated fields. Modern developments include (a) Notar (No-Tail Rotor) McDonnell–Douglas (b) Tilt rotor (V-22 Osprey) Bell–Boeing (c) ABC (Advancing Blade Concept, Sikorsky) (Coaxial, Contra-Rotating Rotors) (d) X-Wing (NASA) (Circulation Control Rotors) (e) Tilt Wing (f) Compound helicopter Helicopter Configurations Helicopter configurations may be broadly classified into five types.
4 shows a rotor system along with the nonrotating hub fixed axes system (XH–YH–ZH) and the rotating blade fixed axes system (X1–Y1–Z1). 5 shows a typical cross section of the rotor blade at a radial distance r from the center of rotation (or the hub center), various velocity components, and the resultant forces acting on the airfoil section. The blade is set at a pitch angle θ measured from the plane of rotation. UT and UP are, respectively, the tangential and the perpendicular relative air velocity components, as viewed by an observer on the blade section.
In Drzewiecki’s calculations, the estimated performance exhibited a significant error, which was attributed to the airfoil characteristics. Since the aspect ratio affects the aerodynamic characteristics (in fixed wings), Drzewiecki proposed that the three-dimensional wing characteristics (with appropriate aspect ratio) be used in the BET. The results of this theory had the correct general behavior but were found to be quantitatively inaccurate. Several attempts (Betz [1915] and Bothezat [1918]) were made to include the increased axial velocity from the momentum theory into the BET.