Amores, Andrei Felix C.

BS AMT 2G

AMT 214 (Helicopter Operation and Maintenance)

LIFTING SYSTEM

MODULE 2

INTRODUCTION/OVERVIEW:

The rotor system is the rotating

part of a helicopter which
generates lift. The rotor consists of
a mast, hub, and rotor blades. The
Mast is a hollow cylindrical metal
shaft which extends upwards from
and is driven and sometimes
supported by the transmission. At
the top of the mast is the
attachment point for the Rotor
blades called the Hub. The Rotor blades are then attached to the hub by any number
of different methods. Main rotor systems are classified according to how the main rotor
blades are attached and move relative to the main rotor hub. There are three basic
classifications: Semi-rigid, Rigid, or Fully Articulated. Some modern rotor systems,
such as the bearingless rotor system, use an engineered combination of these types.

The Main Rotor System

The rotor system found on helicopters can consist of a single main rotor or dual rotors.
With most dual rotors, the rotors turn in opposite directions so the torque from one
rotor is opposed by the torque of the other. This cancels the turning tendencies.

In general, a rotor system can be classified as either fully articulated, semi-rigid, and
rigid. There are variations and combinations of these systems.
➢ Main Rotor Blade Movements
• Flapping - is the up and down
movement of a rotor blade,
which, in conjunction with
cyclic feathering, causes
Dissymmetry of Lift to be
eliminated.
• Feathering (Pitch) - means
changing the pitch angle of
the blade. By changing the
pitch angle of the blades, you
can control the thrust and
direction of the main rotor d
isc.
• Lead/Lag or Hunt (Rotor
blade Dragging) - is the
horizontal movement of the
rotor blades forwards and
backwards along a vertical
hinge. Leading/lagging is a
capability designed into a fully
articulated rotor system to reduce the stress on the rotor system due to
blade flapping.
Limitations of the 3 Types of Rotor Systems

➢ Semi-Rigid Rotor Systems

(https://www.youtube.com/watch?v=Osve7j8cYUs)

A semirigid rotor system is usually composed

of two blades that are rigidly mounted to the main
rotor hub. The main rotor hub is free to tilt with
respect to the main rotor shaft on what is known
as a teetering or flapping hinge. This allows the
blades to flap together as a unit. As one blade
flaps up, the other flaps down. Since there is
no vertical drag hinge, lead/ lag forces are
absorbed and mitigated by blade bending.
The semirigid rotor is also capable of feathering, which means that the pitch angle of the
blade changes. This is made possible by the feathering hinge

• Underslung Motor

( https://www.youtube.com/watch?v=dEnlywQgwsE )

If the semirigid rotor system is

an underslung rotor, the
center of gravity (CG) is below
where it is attached to the
mast. This underslung
mounting is designed to align
the blade’s center of mass
with a common flapping
hinge so that both blades’
centers of mass vary equally in distance from the center of rotation during flapping.
The rotational speed of the system tends to change, but this is restrained by the inertia of
the engine and flexibility of the drive system. Only a moderate amount of stiffening at the
blade root is necessary to handle this restriction. Simply put, under slinging effectively
eliminates geometric imbalance.

The Coriolis effect is when the rotor blades speed up or slow down as the center of
gravity moves closer or further away from the axis of rotation. As the rotor disc diameter
becomes smaller, all the blades increase speed. This can be felt as an increase
in rotor RPM, without corrective action by the pilot or governor.

Helicopters with semirigid rotors are vulnerable to a condition known as Mast

Bumping which can cause the rotor flap stops to shear the mast. The mechanical
design of the semirigid rotor system dictates downward flapping of the blades must have
some physical limit. Mast bumping is the result of excessive rotor flapping. Each rotor
system design has a maximum flapping angle. If flapping exceeds the design value,
the static stop will contact the mast. The static stop is a component of the main rotor
providing limited movement of strap fittings and a contoured surface between the mast
and hub. It is the violent contact between the static stop and the mast during flight that
causes mast damage or separation. This contact must be avoided at all costs.

Mast Bumping video: ( https://www.youtube.com/watch?v=jDg1G2y8ZX4 )

➢ Rigid Rotor System

The rigid rotor system is very

responsive and is usually not
susceptible to mast bumping
like the semirigid systems
because the rotor hubs are
mounted solid to the main rotor
mast. This allows the rotor and
fuselage to move together as
one entity and eliminates much
of the oscillation usually present in the other rotor systems. Other advantages of the
rigid rotor include a reduction in the weight and drag of the rotor hub and a larger
flapping arm, which significantly reduces control inputs. Without the complex hinges,
the rotor system becomes much more reliable and easier to maintain than the other
rotor configurations. A disadvantage of this system is the quality of ride in turbulent
or gusty air. Because there are no hinges to help absorb the larger loads, vibrations
are felt in the cabin much more than with other rotor head designs.

There are several variations of the

basic three rotor head designs. The
bearingless rotor system is
closely related to the articulated
rotor system but has no bearings
or hinges. This design relies on the
structure of blades and hub to
absorb stresses. The main
difference between the rigid rotor system and the bearingless system is that the
bearingless system has no feathering bearing—the material inside the cuff is twisted
by the action of the pitch change arm. Nearly all bearingless rotor hubs are made of
fiber-composite materials.

➢ Fully Articulated Rotor System

(https://www.youtube.com/watch?v=83h6QK-oJ4M)

A fully articulated rotor system usually

consists of three or more rotor blades. The
blades can flap, feather, and lead or lag
independently of each other.

As the rotor spins, each blade responds to

inputs from the control system to enable
aircraft control. The center of lift on the
whole rotor system moves in response to
these inputs to effect pitch, roll, and upward
motion. The magnitude of this lift force is based on the collective input, which
changes pitch on all blades in the same direction at the same time. The location of
this lift force is based on the pitch
and roll inputs from the pilot.
Therefore, the feathering angle of
each blade (proportional to its own
lifting force) changes as it rotates
with the rotor, hence the name
“cyclic control.” As the lift on a
given blade increases, it tends to
flap upwards. The flapping hinge for the blade permits this motion and is balanced
by the centrifugal force of the weight of the blade, which tries to keep it in the
horizontal plane.
Following a single blade through a
single rotation beginning at some
neutral position, as load
increases from increased
feathering, it flaps up and leads
forward. As it continues around, it
flaps down and lags backward. At the lowest point of load, it is at its lowest flap
angle and at its most ‘rearward’ lag position. Because the rotor is a large, rotating
mass, it behaves somewhat like a gyroscope. The effect of this is that a control input
is usually realized on the attached body at a position 90° prior to the control input
displacement in the axis of rotation. This is accounted for by the designers through
placement of the control input to the rotor system so that a forward input of the cyclic
control stick results in a nominally forward motion of the aircraft. The effect is made
transparent to the pilot.

Older hinge designs relied on

conventional metal bearings. By basic
geometry, this precludes a coincident
flapping and lead/ lag hinge and is
cause for recurring maintenance. Newer
rotor systems use elastomeric bearings,
arrangements of rubber and steel that
can permit motion in two axes. Besides
solving some of the above-mentioned
kinematic issues, these bearings are usually in
compression, can be readily inspected, and eliminate
the maintenance associated with metallic bearings.
Elastomeric bearings are naturally fail-safe, and their
wear is gradual and visible. The metal-to-metal contact
of older bearings and the need for lubrication is
eliminated in this design. 1 Elastomeric Bearings
 ➢ Tandem Rotor

( https://www.youtube.com/watch?v=XQ2-FIS3CVg )

Tandem rotor (sometimes referred

to as dual rotor) helicopters have
two large horizontal rotor
assemblies; a twin rotor system,
instead of one main assembly, and a
smaller tail rotor. Single rotor
helicopters need an anti-torque
system to neutralize the twisting
momentum produced by the single
large rotor. Tandem rotor helicopters, however, use counter-rotating rotors, with each
canceling out the other’s torque. Counter-rotating rotor blades will not collide with and
destroy each other if they flex into the other rotor’s pathway. This configuration also
has the advantage of being able to hold more weight with shorter blades, since there
are two sets. Also, all the power from the engines can be used for lift, whereas a single
rotor helicopter uses power to counter the torque.

Swash Plate Assembly

( https://www.youtube.com/watch?v=HxtXXuMhKKc&t=6s )

The purpose of the swash plate is to convert stationary control inputs from the pilot
into rotating inputs which can be connected to the rotor blades or control surfaces. It
consists of two main parts: stationary swash plate and rotating swash plate.

The stationary swash plate is mounted around the main rotor mast and connected
to the cyclic and collective controls by a series of pushrods. It is restrained from
rotating by an anti-drive link but can tilt in all directions and move vertically. The
rotating swash plate is mounted to the stationary swash plate by means of a uniball
sleeve. It is connected to the mast by drive links and must rotate in constant
relationship with the main rotor mast. Both swash plates tilt and slide up and down as
one unit. The rotating swash plate is connected to the pitch horns by the pitch links.
Free Wheeling Unit

Since lift in a helicopter is provided by rotating airfoils, these airfoils must be free to
rotate if the engine fails. The freewheeling unit automatically disengages the engine
from the main rotor when engine revolutions per minute (rpm) is less than main
rotor rpm. This allows the main rotor and tail rotor to continue turning at normal in-
flight speeds. The most common freewheeling unit assembly consists of a one-way
sprag clutch located between the engine and main rotor transmission.

This is usually in the upper pulley in a piston helicopter or mounted on the accessory
gearbox in a turbine helicopter. When the engine is driving the rotor, inclined surfaces
in the sprag clutch force rollers against an outer drum. This prevents the engine from
exceeding transmission rpm. If the engine fails, the rollers move inward, allowing the outer
drum to exceed the speed of the inner portion. The transmission can then exceed the
speed of the engine. In this condition, engine speed is less than that of the drive system,
and the helicopter is in an autorotative state.

“If you are in trouble anywhere in the world, an airplane can fly over and drop flowers,
but a helicopter can land and save your life.”