"Whoops! I should go yank out my fuel injection and electronic ignition out of my car, slap in a carb and distributor."
Hehehe, i drive a mechanical injection pump diesel - what's electronic ignition?
Seriously though you have a point - I am an oddball in that i have degree quals in mechanical and electronics. I just believe that you only turn to electronics (with potentially complex modes of failure) when you can't get there mechanically. Carbs are actually a good example due to emissions, but you should see the hassle AMTL are going through to convice the world about steer-by-wire (No, i wasn't totally convinced either). Ask Nick how much the FBW program is costing Sikorsky sometime...
"I suppose Graviman is right...one step at a time as there are still some things to work out. But even if it never comes to be it is still good exercise for the brain!"
I've learnt some good stuff - it's good to explore new concepts. I think my final conclusion has to be that the best control system for a light heli is:
1. Lockheed gyro augmentation of rigid (or do i mean articulated
) rotor system cyclic pitch.
2. Motor feedback to collective pitch, as part of (R22) auto throttle to assist the pilot make fast but safe decisions.
3. Non-augmented pedal system, primarily to keep the tail rotor forces sensible (use top rearward rotation to stop occasional R22 tail rotor vortex ring).
These ground rules would be applicable to any light heli, regardless of config. The whole point is to enable the design of a light heli that really is easy to fly - sort of a 21st century S300 if you like. The whole thing comes from my frustration at realising how much it would cost to make me a proficient heli pilot
- in the mean time i'm going back to gliders!
Mart
[Edit: it's a plank driver thing, typing and thinking at the same time...
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