Helicopter FlightSims
Join Date: May 2002
Location: Kentucky
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New model of B206 Low Skid for MSFS
It's a completely new model designed from the ground up, with all new flight dynamics. It flys like a dream, and auto's even better with better blade moments to hold more inertia and allow more realistic autos.
For more info fly by http://www.hovercontrol.com
For more info fly by http://www.hovercontrol.com
Join Date: May 2002
Location: Kentucky
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Engine Start Authentic
Yes, the engine start is authentic, and you better know how to start the real thing if you want to start this bird, as almost everything on the flight deck (including breakers) work. This includes fixing the collective start button.
Already I have all the announciators programed and working, including the test switch.
Stick
Already I have all the announciators programed and working, including the test switch.
Stick
Join Date: Sep 2003
Location: Australia
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Thats Awesome!
Maybe when you get time you could develop a cargo hook and a Bambi bucket that works!! so we can have a play when were not doing the real thing!!
now theres an idea!!....
Maybe when you get time you could develop a cargo hook and a Bambi bucket that works!! so we can have a play when were not doing the real thing!!
now theres an idea!!....
Join Date: May 2002
Location: Kentucky
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Feature Request
I'd be happy to add these items and any others suggested by rotorheads.
Just need pictures of what you want (from different angles and detailed enough to allow me to model them).
Right now, I'm want to model the B206B3's landing light and battery compartment (inside as well), and need pics of this if anyone has any close ups. If the light moves from being stowed, to extended, send me pics of that too if you have them. Little details like how far it yaws are appreciated too.
Any such requests, pics, or data can be emailed to me at [email protected].
Thanks
Just need pictures of what you want (from different angles and detailed enough to allow me to model them).
Right now, I'm want to model the B206B3's landing light and battery compartment (inside as well), and need pics of this if anyone has any close ups. If the light moves from being stowed, to extended, send me pics of that too if you have them. Little details like how far it yaws are appreciated too.
Any such requests, pics, or data can be emailed to me at [email protected].
Thanks
N1 topping induced rotor droop
Join Date: Apr 2003
Location: USA
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ptwaugh,
Turbines have limiters, because otherwise they'd just run faster and faster until something comes apart, or force the pilot to beady-eye the gage almost full time. The simplest limiter is the N1 (or Ng) limiter that is basically a fly-weight governor that stops the N1 from going above its max speed. This looks to the pilot as if the N1 just freezes, and the power (temperature and torque) gets stuck there. If he keeps raising collective, the rotor starts to droop (reduce in rpm as collective is pulled) and the situation can get very serious. If the rpm droops too far, tail rotor control can be lost, the aircraft will start spinning and someone will run from the bushes and call it "LTE" which it is not.
We call the act of reaching the limiter "topping" and on older models, this topping is actually set by the maintenance pilot during the test flight when an engine or control are changed.
On newer models, the electronic governor or fuel control has sophisticated limiters that stop at temperature, torque or N1, depending on which is achieved first.
Turbines have limiters, because otherwise they'd just run faster and faster until something comes apart, or force the pilot to beady-eye the gage almost full time. The simplest limiter is the N1 (or Ng) limiter that is basically a fly-weight governor that stops the N1 from going above its max speed. This looks to the pilot as if the N1 just freezes, and the power (temperature and torque) gets stuck there. If he keeps raising collective, the rotor starts to droop (reduce in rpm as collective is pulled) and the situation can get very serious. If the rpm droops too far, tail rotor control can be lost, the aircraft will start spinning and someone will run from the bushes and call it "LTE" which it is not.
We call the act of reaching the limiter "topping" and on older models, this topping is actually set by the maintenance pilot during the test flight when an engine or control are changed.
On newer models, the electronic governor or fuel control has sophisticated limiters that stop at temperature, torque or N1, depending on which is achieved first.
Join Date: Jul 2002
Location: Texas
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I've had the pleasure (??) of doing many N1 topping checks on B412s over the years. One of the cherished perquisites of a night pilot is the privilege of doing maintenance test flights at 3 or 4AM after the mechs have finished doing inspections. For an N1 topping check, the mechanic fiddles with a thingy in the back, and then you go up in the dark and pull the collective up into your armpit and while staying right-side up and out of clouds, note when the rotor RPM droops. It's supposed to droop at 100% torque, plus or minus, and you are allowed to pull more than 100% briefly to check it. Then the mechanic resets the thingy, and that sets where the N1 topping occurs, and assures you that you can pull at least 100% torque before that happens. This is more fun than any old fart like me deserves, especially when the weather is less than clear black and 22, and the #(*&$^(# thing won't droop and you have to make several flights to get it in limits. We don't get to do that in the S76. 
Join Date: Dec 2001
Location: Philadelphia PA
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It's a variation on the theme that power = torque times rotor RPM. With the N1 at a limit, the power is constant, and if you pull more blade pitch and increase the torque, the only thing that can happen is that the rotor RPM will decrease - in a nice linear fashion.
Join Date: Feb 2002
Location: Just over there....no there.
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I have the dubious pleasure of "topping" our 205's every now and again. Not very nice if you're scared of heights. I got up to a density altitude of 14.800ft last time before the N1 drooped with an IAS of 45kts and still at nearly max torque. The radar controller was'nt too impressed either (we are almost right between two or three airways) when he asked me what level I required and I replied "I don''t know yet"! , but he let me get on with it anyway..nice chap.
Join Date: Apr 2003
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Shawn is absolutely right about how the torque behaves when you are drooping. Because you have frozen the power output, and it is fixed, as rpm reduces, torque goes up at exactly the same ratio (percent down in Nr means percent up in torque) so that no performance gain is had by the "extra" torque. In fact, the tail rotor has to counter the torque, so your pedal requirements are going up (more left pedal needed) and the tail rotor is losing thrust at the lower Nr so even more blade angle is needed (more left pedal yet). Bad stuff is happening.
Join Date: Oct 2002
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Limiters
Was out flying yesterday, so I took a few snaps for you.
Here is a picture of normal operations. The rotor is governed at 107%, and the torque and N1 are well below limits. (N1=90.3, 46/48 torque)
This next picture shows what happens if you just keep pulling the collective (in a S-76c+) and the ambient conditions are such that you'll hit the torque limiter first. You just keep pulling up on the collective, you'll "hit" the torque limiter, and the rotor starts drooping from its nominal 107%. The S-76 has a "soft limiter" that allows you to overshoot a bit, and slowly brings you back down to the hard limit (100% dual engine in this case).
You'll notice I've taken the picture while we're in the soft overshoot.
I also took a picture of drooping the rotor against the N1 stop, but it's too big to add to the post, so click HERE to see that. Hard to see, but if you look closely, the N1 is hard against the 2 min stop and the rotor is drooped down to about 100%.
Hopefully, the pictures help, or are a bit entertaining.
HOSS 1
Here is a picture of normal operations. The rotor is governed at 107%, and the torque and N1 are well below limits. (N1=90.3, 46/48 torque)
This next picture shows what happens if you just keep pulling the collective (in a S-76c+) and the ambient conditions are such that you'll hit the torque limiter first. You just keep pulling up on the collective, you'll "hit" the torque limiter, and the rotor starts drooping from its nominal 107%. The S-76 has a "soft limiter" that allows you to overshoot a bit, and slowly brings you back down to the hard limit (100% dual engine in this case).
You'll notice I've taken the picture while we're in the soft overshoot.
I also took a picture of drooping the rotor against the N1 stop, but it's too big to add to the post, so click HERE to see that. Hard to see, but if you look closely, the N1 is hard against the 2 min stop and the rotor is drooped down to about 100%.
Hopefully, the pictures help, or are a bit entertaining.
HOSS 1
OffshoreIgor