12 - Controles de Vôo

THM
12
FLIGHT CONTROLS
12.1 - FLIGHT CONTROL OPERATING PRINCIPLE 3

12.1.1. GENERAL 3
12.1.2. FLIGHT CONTROL BASIC DEFINITIONS 3
12.2 - GENERAL DESCRIPTION OF FLIGHT CONTROLS 5

12.2.1. FLIGHT CONTROL BLOCK DIAGRAM 5
12.2.2. MAIN AND TAIL ROTOR CONTROLS 6
12.3 - CYCLIC PITCH CONTROL 7

12.3.1. CYCLIC PITCH OPERATION 7
12.3.2. CYCLIC PITCH-MAJOR COMPONENTS 9
12.4 - COLLECTIVE PITCH CONTROL 10

12.4.1. COLLECTIVE PITCH CONTROL OPERATION 10
12.4.2. COLLECTIVE PITCH MAJOR COMPONENTS 11
12.5 - TAIL ROTOR CONTROL 12

12.5.1. TAIL ROTOR CONTROL OPERATION 12
12.5.2. TAIL ROTOR CONTROL MAJOR COMPONENTS 13
12.6 - CONTROL CHANNEL FEATURES 14

12.6.1. 12 HZ VIBRATIONS : COMPENSATION OF THE FORWARD SERVO UNIT LINKAGE 14
Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 11.1
THM
12.1 - FLIGHT CONTROL OPERATING PRINCIPLE
12.1.1. GENERAL
The flight controls modify the main and tail rotor blade
pitch angles, allowing the pilot to control the aircraft in
flight by modifying its altitude, airspeed and heading.
The collective pitch lever (1) controls the main rotor lift 4
(FN) by simultaneously changing the pitch of all the
blades. Remember that FN includes two components : a
vertical lift vector (S) and a horizontal airspeed vector
(V) the direction and magnitude of which are controlled
by the cyclic pitch stick (2) which controls the rotor disk
tilt angle by means of cyclic variations in blade pitch.
The yaw pedals (3) control the tail rotor thrust (TY)
and thus the aircraft heading.
12.1.2. FLIGHT CONTROL BASIC DEFINITIONS

• Rigging Plane • Swashplate tilt axes
Plane perpendicular to the rotor shaft. When the Virtual axes XX’ and YY’ about which the swashplate
swashplate is on the rigging plane there is no cyclic pitch tilts when a fore-and-aft or lateral control input is applied.
variation. - Moving the cyclic stick forward or aft causes the
swashplate to tilt along the XX’ axis, which itself remains
on the rigging plane (Pure fore-&-aft control).
- Moving the cyclic stick to the left or right causes the
swashplate to tilt along the YY’ axis, which itself remains
on the rigging plane (Pure lateral control).
X XX’ - Fore-&-aft tilt axis

B Y '
β
F W D
A
O Aircraft longitudinal
centerline
YY’ - Lateral tilt axis

Y X '
C
A-B-C - Servo unit mounting points
THM
12.1.2. FLIGHT CONTROL BASIC DEFINITIONS (Cont.)
• Blade reference Azimuth

When the pitch-change rod mounting points (A) are lo- - A lateral control input tilts the swashplate along YY' :
cated on the XX’ and YY’ tilt axes, the blades are posi- • Blades 1 and 3 sustain equal and opposite incidence
tioned on their reference azimuths. variations
- A fore-&-aft control input tilts the swashplate along XX’ : • The incidence of blades 2 and 4 is unaffected.
• Blades 2 and 4 sustain equal and opposite incidence
variations.
: Angle between OW (blade centerline) and pitch-
• The incidence of blades 1 and 3 is unaffected.
change rod mounting point A on swashplate
: Angle between the tilt axis and the aircraft
centerline
:Azimuthal offset.
Specific rotor blade position for checking the incidence variations.
X RH azimuth Z
Y
100° 15'
Forward azimuth
: 30°
10° 15'
A A
β α
W
γ
Aircraft longitudinal
centerline
FWD
Swashplate
AFT azimuth W '
A A
190° 15'
X '
Y ' LH azimuth
280° 15'
Z '
Since the Aircraft is a 4-blade helicopter, aligning one

blade on its reference azimuth is sufficient to ensure that
all four blades are so aligned.
The reference azimuths are identified :
- With a red line on non-rotating swashplate, between
forward servo units and LH servo unit
- With 4 blues lines on rotating swashplate, between
pitch-change rods
When a blue line coincides with the red line, the blades
RD
are positioned on the reference azimuths, the pitch- WA
change rod mounting points are located on the XX’ and FOR Blue line
YY’ tilt axes.
Red line
11.4 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
12.2 - GENERAL DESCRIPTION OF FLIGHT CONTROLS
12.2.1. FLIGHT CONTROL BLOCK DIAGRAM
LH channel
RH channel
Forward channel
UPPER BELLCRANKS
MIXING UNIT
Forward channel
INTERMEDIATE
BELLCRANK
RH channel
LH channel
PHASING UNIT COLLECTIVE
YAW COUPLING
AUTOPILOT AUXILIARY
SERVOCONTROLS
LOWER BELLCRANK
Fore & Aft
Lateral
Collective
Yaw
11.6
12.2.2. MAIN AND TAIL ROTOR CONTROLS

NOTE : Ball-end screwed onto pitch-change
links have opposite-pitch threads for easy
length adjustment
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
Pitch change rod

Do not unscrew all-end beyond the point where
the red safety groove becomes visible. All flight Swashplates
control connecting balls are double-locked.
Tail Servo unit
Main
Servo units
Upper Bellcranks
Phasing Unit Mixing Unit
Collective/Yaw Intermediate Roll Damper

coupling bellcrank
Collective Pitch Damper
Pitch Lever
Cyclic Pitch Stick

Yaw Damper
Yaw
Autopilot
Pedal Unit
Servocontrols
Yaw Trim
Roll
Trim
Collective
Trim Pitch Trim
THM
THM
12.3 - CYCLIC PITCH CONTROL
12.3.1. CYCLIC PITCH OPERATION

From the cyclic pitch sticks (4-10) two separate control
channels (fore-&-aft and lateral) drive the phasing unit
via the autopilot hydraulic unit which, from a control link-
age standpoint, may be considered as a simple
demultiplying bellcrank.
Swashplate movements (i.e. blade incidence variations)
are nearly proportional to the cyclic stick movements.
- Moving the cyclic stick to the left or right causes the RH servo unit
phasing unit and the swashplate to tilt along the lateral
tilt axis YY’. Swashplates
- Moving the cyclic stick forward or aft causes the phas- LH servo unit
Forward
ing unit and the swashplate to tilt along the fore-&-aft tilt servo unit
axis XX’.
Mixing unit
6 Lateral (roll-axis) control channel
Fore-&-aft (pitch-axis) control channel
Phasing unit
4
5
Autopilot
hydraulic unit MIXING UNIT OPERATION
Control channel movements are produced in response to
inputs on the cyclic stick and the collective lever.
The mixing unit is a system of bellcranks specially articu-
lated in order to the cyclic control and the collective control
8 to operate the output linkage independently.
Cyclic Stick Input Collective Lever Input
3
2 9
1
10
1 -Cyclic stick torque shaft

2 -Fore-&-aft lever Mixing
3 -Lateral bellcrank unit shaft
4 -Pilot’s cyclic pitch stick Mixing
5 -Pilot’s collective pitch lever unit shaft
6 -Intermediate bellcrank The mixing unit shaft and
7 -Upper bellcranks The pitch or roll bellcrank collective bellcrank rotate,
8 -Lower bellcranks pivots on the collective thereby moving both the
9 -Copilot’s collective pitch lever bellcrank, which remains pitch and roll bellcranks by
10 -Copilot’s cyclic pitch stick stationary. the same amount.
THM
12.3.1. CYCLIC PITCH OPERATION (Cont.)
WHY A PHASING UNIT ?

SWASHPLATE X
The swashplate, driven by the cyclic pitch control, must X B

be made to tilt along two perpendicular axis (XX’ and B
YY’). This is an essential requirement (refer to basic he- A O
Y Y ' Y Y '
licopter theory). On light helicopters the bending stresses A O
on the swashplates are low and the solution is simple : C
RH lateral
the servo unit mounting points (A-B-C) are situated on C
X '
the XX’ and YY’ axis. The control loads are not evenly LH lateral
distributed on the swashplate, but this aspect is unim- X '
Fore-&-aft
portant since these loads are light.
The servo unit input points A,B,C are on the tilt axis XX’
and YY’.
This is not the case on heavier aircraft, however, where X

the swashplate bending stresses moments are high SWASHPLATE
enough to require symmetrical load distribution : i.e. the X B
servo unit input points (A-B-C) must be equally spaced B 1 2 0 °
A O 1 2 0 °
at 120° intervals. These three equidistant points cannot Y Y ' Y Y '
A
define two perpendicular tilt axes at right angles, how- C 1 2 0 °
ever. The role of the phasing unit placed in the swashplate C
input linkage is to force the swashplate to tilt about the X '
XX’ and YY’ axis. X '
The servo units are mounted at 120° intervals to ensure

a correct spread of the bending loads. The swashplate
cannot by itself to tilt about the XX’ and YY’ axis.
The principle of the system is simple : if the swashplate
is connected by three equally spaced rods (a,b,c) to a
second plate (the phasing unit), any movement of the
phasing unit will be exactly reproduced by the swashplate. SWASHPLATE X
In particular, if the phasing unit is driven by the lateral
rod and the fore-&-aft rod at two points (A’ and E) lo-
cated 90° apart and defining two perpendicular axis X1 X B
B 1 2 0 °
X1' and Y1 Y1', it will tilt about these axis, causing the A 1 2 0 °
Y O Y ' Y '
swashplate to tilt in the same way about the XX’ and YY’ Y A
axis. 1 2 0 °
C
C
X '
Note that since the phasing unit is located in the servo X '
unit input linkage it sustains only light control loads.
X 1
This is the principle of the phasing unit. For control link-
age reasons (the swashplate is not located directly above X 1 B '
the phasing unit) the actual control layout on the aircraft
B '
is not exactly as described here, but the basic idea is the A ' O A '
Y Y ' Y Y '
same. O
At the phasing unit input the fore-&-aft and lateral control E C '
action is «pure». At the phasing unit output, the three PHASING UNIT
C '
X 1 ' E
rods (a,b,c) are driven with a composite movement that X 1 '
Lateral rod
reproduces on the swashplate the same motion as on
the phasing unit : the phasing unit output linkage can no Fore-&-aft
longer be referred to as the fore-&-aft or lateral chan-
nels; but is designated by the relevant servo unit posi- The phasing unit causes the swashplate to tilt about the
tion : Forward channel, RH channel, LH channel XX' and YY' axis
THM
12.3.2. CYCLIC PITCH-MAJOR COMPONENTS
Pilot's cyclic
stick stops Overtravel Overtravel
clearance clearance
Stop
The cyclic stick does not reach its
travel limit stops : the flight control
travel is limited by internal stops in the
autopilot hydraulic unit cylinders.
18 19 1
Fore-&-aft and lateral
balancing weights
2
17
Fore-&-aft
torque shaft
Fore-&-aft rod 16
3
FWD 15
Lateral rod
Fore-&-aft 4
bellcrank 14
Lateral torque 13 5
shaft
Lateral bellcrank
12 6
PHASING UNIT
To LH
servo unit 7
To RH
servo unit To forward
servo unit 8
11
Universal joint
9
Phasing unit
Fore & aft

Phasing Lateral
cyclic rod
unit mount cyclic rod
10
1 -Forward servo unit bellcrank 8 - A.P. output (collective) rod 15 - Intermediate bellcrank
2 -LH servo unit bellcrank 9 - Flight control bay 16 - RH servo unit rod
3 -Mixing unit 10 - Lower bellcranks 17 - Forward servo unit rod (intermediate
4 -Mixing unit shaft lever 11 - A.P. hydraulic unit bellcrank output)
5 -Fore-&-aft cyclic rod 12 - Collective/yaw coupling 18 - Yaw bellcrank
6 -Collective rod 13 - Yaw rod 19 - RH servo unit rod
7 -Lateral cyclic rod 14 - LH servo unit rod
THM
12.4 - COLLECTIVE PITCH CONTROL
12.4.1. COLLECTIVE PITCH CONTROL OPERATION

From the collective pitch levers (2-5) a control channel The swashplate moves up or down parallel to its initial
drives the mixing unit shaft lever via the autopilot hy- position : the blade incidence angle changes by the same
draulic unit. amount on all the blade regardless of their azimuthal
Motion is transmitted by the summing bellcranks (4) which position.
rotate by the same amount, driving the three swashplate
control channels .
RH servo unit
Swashplate
FWD servo unit LH servo-

control
RH servo unit channel

FWD servo unit channel
Mixing unit
LH servo unit channel
Collective pitch channel
2
1 A.P. hydraulic unit
1 -Lower collective pitch bellcrank

2 -Pilot’s collective pitch lever
3 -Intermediate relay
NOTE : Refer to § 12.3.1. for a discussion 4 -Summing bellcranks
of the mixing unit operation. 5 -Copilot’s collective pitch lever
6 -Torque shaft
THM
12.4.2. COLLECTIVE PITCH MAJOR COMPONENTS
( 1 ) Collective Pitch Levers, Friction lock, Balance Weights
SPRING-LOADED STOP Friction

The balancing weight (8) comes into contact with the sta- locking handle
tionary stop (7) when the collective pitch setting reaches
18°30'. Any further increase in the pitch setting results in
an increasing load on the collective pitch lever due to
extension of the spring to warn the pilot that he is ex- Universal joint
ceeding the maximum permissible pitch value.
Fixed upper
friction jaw
18°30
Residual friction
1 adjusting screw
Weight and stop bracket
2 Friction lining
Collective pitch
torque tube Mobile lower
friction jaw
3
Spring-loaded 4
stop lever
11 5
Spring
Stationary stop 10
9
Fulcrum
8 6
7
Balancing weight
(counteracts the tendency of the
collective lever to shift its position). 1 - Pilot’s collective pitch lever
2 - Collective pitch rod to autopilot unit
3 - Lower collective pitch bellcrank
NOTE : Refer to § 12.3.2 for the rods and bellcranks 4 - Copilot’s collective pitch lever
mounted in the flight control bay. 5 - Protective boot
6 - Spring-loaded stop lever
7 - Stationary stop
8 - Balancing weight
9 - Trim actuator
11
10 - Trim actuator rod
Stops 11 - Collective pitch bellcrank
The lever does not reach its stops : the collective

pitch control travel is limited by internal stops in the
Clearance Clearance autopilot hydraulic unit
Collective pitch rod
THM
12.5 - TAIL ROTOR CONTROL
12.5.1. TAIL ROTOR CONTROL OPERATION

The tail rotor controls modify the tail rotor blade incidence Tail rotor control system
angle to ensure two basic functions :
- an automatic "anti-torque" function that cancels the
reaction torque due to the main rotor, and which varies Spring-loaded rod
with the collective pitch setting :
- a control function that provides aircraft direction con- Pulileys
trol on the yaw axis
Control cables
The tail rotor blade incidence varies with the collective

pitch setting. Main rotor reaction torque variations are
compensated at all times by a mechanical coupling be-
tween the collective pitch channel and the yaw channel.
COLLECTIVE / YAW COUPLING

Collective / yaw
coupling bellcrank PEDAL INPUT WITH COLLECTIVE LEVER STATIONARY
Autopilot hydraulic unit

Bellcrank shaft driven by 2
1
collective pitch lever
Pilot’s yaw
pedal unit B
C
A
Point C is stationary : lever (2) pivots

about point C, transmitting the pedal
motion to the tail servo unit.
Copilot’s
pedal unit
COLLECTIVE LEVER INPUT WITH PEDALS STATIONARY
1 2
Heading Control Function
C
Blade incidence variation are obtained by means of the
B
yaw pedals.
A
Point D is stationary. The collective le-

ver action rotates the shaft and bellcrank
For any given yaw pedal position, the coupling bellcrank (1). The yaw lever (2), pulled by bellcrank
causes a linear variation in the tail rotor blade incidence (1), pivots about point C (point A de-
when the collective pitch varies. scribes a circular arc around point D)
transmitting a control movement to the D
When the collective pitch increases, the tail rotor blade output rod that is proportional to the col-
incidence increase, and vice-versa. lective lever action.
THM
12.5.2. TAIL ROTOR CONTROL MAJOR COMPONENTS
( 1 ) Pedal units
1 - Braking transmitter mounting bracket
Each pedal unit includes a 5-position adjustment provi- 2 - Brake pedal
sion to locate the pedals in a comfortable position for the 3 - Pedal adjustment lever
pilot. On the pilot’s pedal unit pivoting two pedals (2) are 4 - Pilot’s yaw pedals
provided to control the wheel braking transmitters. 5 - Copilot’s yaw pedals
The copilot’s pedal unit is also provided with brake ped- 6 - Protective boot
als. 7 - Torque tube
8 - Adjustable stops
9 - Bellcranks
1 0 - Braking transmitter bracket
2
1
3
Clearance
4
5
7
10 8
9
8
The pedals do not reach the travel stops. The flight
7 control travel is limited by internal stops in the autopi-
lot hydraulic unit.
6
( 3 ) Spring-Loaded Rod
In the event of a control cable failure, a spring-loaded
rod automatically returns the tail rotor blades back to a
preset incidence setting.
( 2 ) Cable Tension Adjusters
Safety pin
Turnbuckle Return springs
Front cable Rear cable
Intermediate
coupling Piston rod Piston
The turnbuckles are fitted with intermediate couplings that
allow the tail boom to be removed (e.g. for air transport)
without modifying the cable adjustment.
THM
12.6 - CONTROL CHANNEL FEATURES

12.6.1. 12 HZ VIBRATIONS : COMPENSATION OF THE FORWARD SERVO UNIT LINKAGE
When taxiing at zero lift, a 12 Hz vibration phenomenon In order to prevent the relative motion of the servo unit
may occur in certain cyclic and collective control con- and the input rod from generating spurious control inputs
figurations. These vibrations cause low-amplitude fore- at 12 Hz that would amplify the vibratory phenomenon a
&-aft oscillation of the MGB. However, the forward servo compensating system couples the input rod with the MGB
unit moves along with the MGB, while the input rod is not motion
affected by these vibrations.
THIS SYSTEM THUS ELIMINATES SPURIOUS INPUT SIGNALS TO THE FORWARD SERVO UNIT
AND PREVENTS AMPLIFICATION OF THE VIBRATIONS.
WITHOUT THE COMPENSATOR, THE 12 HZ VIBRATIONS CREATE A RELATIVE MOTION BETWEEN THE INPUT
ROD AND THE FORWARD SERVO UNIT LEVER. THE RESULTING UNDESIRABLE SERVO UNIT OUTPUT
ACTION AMPLIFIES THE 12 HZ VIBRATIONS.
MAIN ROTOR Forward 0

Negligible vibrations servo unit 12Hz
12Hz
Input rod
MGB motion MGB
AMPLIFICATION
Bellcrank
Servo unit motion
Flexible mounting plate

Spurious output from
forward servo unit
Anchoring point (no control input)
THE COMPENSATOR COUPLES THE INPUT ROD WITH THE FORE-&-AFT OSCILLATING MOTION OF THE MGB
TO ELIMINATE ANY UNDESIRABLE SERVO UNIT INPUT.
The MGB oscillating motion is transmitted via the THE COMPENSATOR ELIMINATES THE RELATIVE
"12 Hz rod" the compensator and the bellcrank to MOTION BETWEEN THE INPUT ROD AND THE SERVO
the input rod, which then moves together with the UNIT.
servo unit.
Transmission
deck
0
Input rod Input rod
Compensator 12Hz rod

MGB
Compensator MGB
12Hz rod
Anchoring point
Bellcrank (no control input)
Flexible mounting plate
Anchoring point (no control input)
Bellcrank

12 - Controles de Vôo

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12 - Controles de Vôo

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THM

12.1 - FLIGHT CONTROL OPERATING PRINCIPLE 3

12.2 - GENERAL DESCRIPTION OF FLIGHT CONTROLS 5

12.3 - CYCLIC PITCH CONTROL 7

12.4 - COLLECTIVE PITCH CONTROL 10

12.5 - TAIL ROTOR CONTROL 12

12.6 - CONTROL CHANNEL FEATURES 14

12.1 - FLIGHT CONTROL OPERATING PRINCIPLE

12.1.2. FLIGHT CONTROL BASIC DEFINITIONS

X XX’ - Fore-&-aft tilt axis

YY’ - Lateral tilt axis

12.1.2. FLIGHT CONTROL BASIC DEFINITIONS (Cont.)

• Blade reference Azimuth

Specific rotor blade position for checking the incidence variations.

Since the Aircraft is a 4-blade helicopter, aligning one

12.2 - GENERAL DESCRIPTION OF FLIGHT CONTROLS

12.2.1. FLIGHT CONTROL BLOCK DIAGRAM

Fore & Aft

12.2.2. MAIN AND TAIL ROTOR CONTROLS

Pitch change rod

Phasing Unit Mixing Unit

Collective/Yaw Intermediate Roll Damper

Cyclic Pitch Stick

12.3 - CYCLIC PITCH CONTROL

12.3.1. CYCLIC PITCH OPERATION

1 -Cyclic stick torque shaft

12.3.1. CYCLIC PITCH OPERATION (Cont.)

WHY A PHASING UNIT ?

The swashplate, driven by the cyclic pitch control, must X B

This is not the case on heavier aircraft, however, where X

The servo units are mounted at 120° intervals to ensure

12.3.2. CYCLIC PITCH-MAJOR COMPONENTS

Fore & aft

12.4 - COLLECTIVE PITCH CONTROL

12.4.1. COLLECTIVE PITCH CONTROL OPERATION

FWD servo unit LH servo-

RH servo unit channel

Collective pitch channel

1 -Lower collective pitch bellcrank

12.4.2. COLLECTIVE PITCH MAJOR COMPONENTS

( 1 ) Collective Pitch Levers, Friction lock, Balance Weights

SPRING-LOADED STOP Friction

The lever does not reach its stops : the collective

12.5 - TAIL ROTOR CONTROL

12.5.1. TAIL ROTOR CONTROL OPERATION

The tail rotor blade incidence varies with the collective

COLLECTIVE / YAW COUPLING

Autopilot hydraulic unit

Point C is stationary : lever (2) pivots

Point D is stationary. The collective le-

12.5.2. TAIL ROTOR CONTROL MAJOR COMPONENTS

Turnbuckle Return springs

Front cable Rear cable

12.6 - CONTROL CHANNEL FEATURES

MAIN ROTOR Forward 0

MGB motion MGB

Flexible mounting plate

Compensator 12Hz rod

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