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The power is transmitted from the engine through the belting and the free-wheel clutch to the control shaft and the rotor shaft. The control shaft, through the flexible plate clutch, transfers the power to the transmission shaft, mounted on three pillow blocks. The transmission shaft, through the plate clutch, transfers the tension to the steering reduction gear.
The reduction gear uses bubbling oiling. The oil is filled through the filler neck, which is closed with a breather lid. Oil level monitoring is done with the help of the level indicator. To control the oil temperature, there is an oil-temperature sensor in the propulsion reduction gear, with indication appearing on the pilot’s control panel.
5.3.3. The steering reduction gear is designated for rotating the anti-torque rotor. It has a 90° transmission. It has two conical cog-wheels with circular cogs, which are mounted on the frictionless bearings. The reduction gear case is made of aluminum alloy, and is attached to the tail boom’s mainframe. The anti-torque rotor collective pitch control system is mounted on the takeoff shaft of the steering reduction gear.
5.3.4. The anti-torque axis shaft transmits power from the propulsion reduction gear to the steering reduction gear. The shaft consists of a pipe with plate clutches mounted on one end. It has three fulcrums, which include closed frictionless bearings in rubber casings. The units’ mounting is done with the help of frames positioned in the tail boom.
5.4. NOISE LEVEL The noise level produced by the helicopter is in compliance with the ICAO and environmental norms. Appendix 16 of the International Civil Aircraft Convention, Aviation Noise, vol. 1, chapter 3.
CONTROLLING SYSTEM
6.1. GENERAL PROVISIONS
To change the helicopter’s flight configuration and counteract external disturbance, the helicopter uses an unassisted control system, with the help of which the pilot, operating the rotor and the anti-torque rotor, provides the helicopter’s necessary position.
The control system is mechanical (Fig. 6.1).
The control linkages are rigid in the circular and collective pitch channels, and mixed in the itinerary channel.
6.2. WOBBLE PLATE
The wobble plate is the most responsible device in the controlling system.
The wobble plate is a mechanism which provides simultaneous angle of pitch change for all blades and circular pitch change depending on the blades’ azimuthal location.
Moving the wobble plate along the rotor’s rotational axis, with the control levers turning the blades to the same value, makes the blades’ angle of pitch change.
Tilting the wobble plate relative to the rotor’s rotational axis does the blades’ circular pitch change. Rotating a tilted plate leads to displacement of the rotor thrusts, which connect the plate with the blade control levers, making the plates rotate relative to their longitudinal axes, which changes the azimuth pitch.
The wobble plate consists of rotating and nonrotating movable rings. It is mounted to the rotor shaft with a spherical joint, which slides along the shaft.
6.3. CONTROLS
The controls are situated in the cockpit and are divided into the main and auxiliary ones.
The main controls include the circular pitch knob, the rotor collective pitch lever, and the airway control pedal.
The auxiliary controls include the cockpit heater door control knobs.
The engine power correction twist-knob is mounted on the rotor collective pitch lever. The change in collective pitch automatically changes the throttle plate position, which means the engine power correction twist-knob does not have to be used in flight.
Figure 6.1 CONTROL SYSTEM LAYO UT
Legend:
Трос управления рулевым винтом Anti-torque rotor control cable
Качалка Walking beam
Втулка рулевого винта Anti-torque rotor hub
Редуктор рулевой Steering reduction gear
Автомат перекоса Wobble plate
Тяга Rotor thrust
Ручка управления общим шагом Collective pitch control knob
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本文链接地址：Ultra light Helicopter AK1-3(7)
