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3.6. Flight Controls
Primary flight controls in the MD 600N® are designed to be lightweight, simple to use and easy to maintain. Equally important, they are designed to eliminate the need for hydraulic controls. All main rotor controls in the MD 600N® are of the push tube type. There are no grease fittings in the controls and required maintenance is minimized.
The anti-torque pedals control vertical stabilizer and rotating thruster motion using a combination of push rods and push-pull cables. The anti-torque pedals are adjustable, fore and aft, through approximately 4 inches of travel to accommodate the fifth through 95th percentile aviator.
Adjustable friction devices are incorporated in the cyclic, collective and throttle controls. In addition, electrical cyclic trim actuators allow flight loads to be trimmed out.
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3.7. Landing Gear System.
The landing gear on the MD 600N® is of the skid type with replaceable shoes. The gear is fixed to the fuselage and is not retractable. Aerodynamic fairings cover the struts. Heavy duty, nitrogen-charged landing gear dampers, with a larger piston diameter, are embedded in the fuselage belly section. These act as shock absorbers and provide ground resonance stability. Provisions for ground handling wheels are incorporated on the skid tubes
3.8. Electrical System.
The standard system consists of a 28 volt DC system powered by the aircraft’s 200 amp. heavy duty starter generator. The system is rated for 150 amps at maximum continuous power, thus providing the capability to power virtually any kind of configuration. A 28 volt,17 amp., NICAD heavy duty battery is standard equipment. An auxiliary power receptacle inside the right crew door, is also provided for ground APU operations.
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3.9. Fuel System.
The fuel system for the MD 600N® includes 115 US gallons (435 lb) of fuel in two baffled fuel bladders, located in compartments in the belly section. The fuel system does not require boost fuel pumps, and is designed to FAR part 27 criteria for crash-resistance. Puncture-resistant bladders and frangible, breakaway connections are incorporated to prevent fuel spillage in the event of a hard landing.
An engine suction-type fuel pump is used for fuel transfer to the engine. The suction pump increases system safety by eliminating pressurized fuel lines. In the forward tank area is an ejector-type scavenge pump that transfers fuel to the aft fuel pick-up area. All common turbine fuels are approved for use in the 250-C47M engine.
3.10. NOTAR® anti-torque system description.
The NOTAR® system used in the MD 600N® is derived from an already-proven system used in the MD 520N® helicopter. Total NOTAR® fleet time for all MD Helicopters exceeds 750,000 hours. The concepts, hardware and system operation for the MD 600N® utilize these proven concepts and components.
The function of the NOTAR® system is simpler than it appears. It consists of an enclosed fan driven by the main rotor transmission; a circulation control tailboom; a direct thruster and horizontal stabilizer with two vertical stabilizers.
The NOTAR® system fan, shown here is a 13-blade variable pitch, ducted fan driven by the main rotor transmission through a step-up gear box. Pitch on the fan blades is controlled by the pilot’s anti-torque pedals. The NOTAR® system fan pressurizes the circulation control tailboom with low pressure air, part of which is ducted out the slots and part of which exits through the thruster to provide differential anti-torque control as well as directional control.
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The circulation control boom, though round in cross section, acts as a vertical airfoil. Lift on the right (anti-torque) side of the boom is created by main rotor downwash which adheres to the boom through the use of two circulation control slots.
This system is self-compensating: When the rotor system is producing higher torque it is also producing higher downwash with resultant lift (anti-torque). At low torque, less down- wash is present and the tailboom produces less lift at a time when less anti-torque is required.
The horizontal stabilizer on the MD 600N® is set at a fixed angle of incidence and attaches atop the tail-boom just forward of the thruster. At each end of the horizontal stabilizer is a vertical stabilizer.
The left and right vertical stabilizers are connected to the pilot’s anti-torque pedals (rudder pedals). These stabilizers move through approximately 29 degrees of motion and provide sufficient control power for autorotation. They serve the additional purpose of unloading the thruster during forward flight which permits optimum cruise performance.
In hover flight, the circulation control tailboom provides the majority of the required main rotor anti-torque. During forward flight, the vertical stabilizer, in conjunction with the thruster, provides the required anti-torque and directional control.
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MD600 TechDescription Feb09(6)
