Helicopter Collective Control?

Question

I know for simple small helicopter the pilot has to control the throttle and the collective control at the same time to optimise the torque. But for new computerize helicopter, is the throttle control by FADEC? and is the manual throttle still avaliable on the collective lever? Also what is the function of the rpm governor control on the lever? thx.. I m doing some study on eurocopters aircraft..

Answer 1

Turbine helicopters have the throttle controlled by a governor or by FADEC. Many helicopter do not have FADEC and have a fuel control for starting and manual manipulation of the throttle. This control is not always on the collective as in the Astars. FADEC helicopters typically have a position lever to tell the FADEC system what mode to be in such as ground idle, flight idle, etc. Sometimes this lever is elsewhere in the cockpit, and other times it is like a throttle on the collective, but only closes microswitches as it is turned.

The Governor RPM control is for small changes in the flight idle RPM if the governor is slightly off. You hold the switch down for a few seconds before starting and after you start, you might be a few percent below max rotor RPM when you roll the throttle all the way open. You then bump the switch until you are at 100%. Sometimes you need to adjust it in flight as well.

I know of no FADEC piston helicopters. Some piston helicopters have to have RPM controlled manually and nothing correlates the throttle and collective. Some have a correlator which is a mechanical linkage that adds throttle as collective is increased, but this still requires a lot of throttle twisting by the pilot to compensate for correlator errors. And finally, some have electronic governors that watch either rotor or engine rpm and adjust the throttle to maintain RPM.

Answer 2

The pilot has the cyclic and the collective. The cyclic controls aircraft pitch and roll, the collective controls blade pitch and engine power. That's just how helicopters work. So you dial in the power to bring the rotor up to speed then pull in some pitch and add power to keep the revs up, then you are flying. Now you need the cyclic (the stick) to keep you stable or pitch the aircraft over so that you can start moving.

Modern turbine engines are all controlled by their computers, the fuelling is just too dificult to leave to a human and to synchronize with mechanical linkages. Even when the pilots thought they had a wire going to the throttle in the 1980s they were attached to a position sensor that told the engine computer what was needed.

I suppose you could move to a single collective control, analagous to the single level controls on modern turboprops, I bet the pilots ned the separate power and pitch controls though.

Answer 3

The rotor is nearly a great propeller. in case you think approximately the pitch, it is the attitude of the blades to the direction of rotation, then collective pitch is the common pitch of the blades. the attitude of the blade to its axis is tilted greater or much less. I mean blade axis, no longer rotor axis right here. it is quite like the variable pitch of an airplane propeller - yet... Helicopters even have cyclic pitch to alter the pitch throughout the time of each and every revolution of the rotor. it is using the fact the advancing and withdrawing blade has distinctive air speeds different than whilst table certain, and without it the helicopter might probably roll uncontrolled. because of the fact of this the collective pitch distinction is made, it is the common pitch jointly with the cyclic pitch, (collective of each and every of the pitches?) so makes the completed device circulate up and down (in the horizontal flight experience besides). raise and tilt = perspective of attack.. think of of the blade of a propeller as a wing. in actuality a one blade helicopter or propeller is achievable, only no longer too neat on the balancing on an identical time as rotating. The raise of a wing is proportional to perspective of attack as long because it fairly is in its working variety. Even a flat board in a bypass of fluid/air has raise, as long as there is an desirable perspective of attack. it is the lean you communicate of. you will have some confusion because of the fact aerodynamic shape is frequently utilized in uncomplicated descriptions of how a wing works, and how it receives its raise. regrettably the reason often times misses out on retaining the attitude of attack, or it fairly is a minor factor tacked on the tip. it is the significant factor. changing the tilting of the rotor ameliorations the attitude of attack, and so the raise. in the technique it demands greater utilising potential if the common tilt (collective pitch) is greater advantageous, because it lifts the helicopter against gravity.

Answer 4

yes, the manual throttle is still avaliable on the collective control, this is a common control so they didnt scrap it for the Eurocopters

Answer 5

All functions of the helicopter can be controlled remotely by FADEC or any other organisation who has the correct KEY..