Lu writes (to Crab):
"With all of this in mind, you are free to go back to the “drawing board” and rethink your post."
Very condescending to distinguished (and modest IMO) Crab ... it's fairly clear that he just accidentally shifted his points of reference accidentally (twice)… but still has a better understanding than U Lu..
..AND excuse me for suggesting but I think Lu YOU might benefit from a bit of a rethink.
Since you do not seem to understand the nature of helicopter rotors. Hiding behind the term Gyroscopic Precession (GP) is becoming boring...
Not understanding Flapping to Equality is pretty odd (not that it actually occurs much in practice)...
Try this for an unusual (but simpler) approach:
(For S&L cruise, teetering head)
Terms;
Disc Attitude (angle of Tip Path Plane Axis* from vertical) I'll call X
X=invTan(DRAG/WEIGHT)
(….because DRAG=Tsin(X) and WEIGHT=Tcos(X), where T=TotalRotorThrust)
So the Plane of Rotation for a given cruise is predetermined!...*
Now all you have to do is arrange for that to continue being the case...
For this to continue the 'Lift' generated by a blade through the Cycle must remain the same through one half rotation as the other half (any of the infinite possible halves will do).
IF it does not THEN the consequent response of the blades to Flap to Equality* (Lift actually still remaining the same* all the way around the disc) will RESULT in a change of Attitude* ... This change will be opposed by the PILOT, who varies the asymmetry in Pitch (Cyclic Pitch) such that the attitude does not need to change*.
So really it IS actually the pilot, using the feedback of Attitude, who eliminates dissymmetry of lift*, by running his Swash Plate at whatever attitude is required.
It would make NO material difference if Delta3 Pitch Coupling existed or not, the pitch the blades ran would still have to be the same* with it or without it it's just that the pilot would have to hold his stick in a different place to achieve this… in the same way he would if the passengers walked around (assuming no drag change from fuselage attitude change) …
Pilots generally do not mind moving the stick. They often actually enjoy it … which I suppose is why 'Auto' Pilots (airline pilots) love to learn to fly helicopters … if they didn't already…
Good morning.
* = Things Lu won't understand….
Lu: "Here is how it is explained in the FAA Rotorcraft Flying handbook when they were addressing dissymmetry of lift. “If this condition were allowed to exist, a helicopter with a counterclockwise main rotor blade rotation would roll to the left because of the difference in lift. In reality, the main rotor blades flap and feather automatically to equalize the lift across the rotor disc”. " - trying to explain how Pitch coupling is responsible for eliminating Diss-o-Lift - VERY ODD ... now Stability ...that's another story…