Helicopter anti-torque system using fuselage strakes

The improvement of the helicopter torque control system is discussed. At low to medium forward speeds helicopter performance is limited by the effectiveness of the means for counteracting main rotor torque and controlling sideslip airloads. These problems may be overcome by mounting strakes on the aft fuselage section. For single rotor helicopters whose main rotor rotates counter-clockwise as viewed from above, one of the strakes would be mounted in the upper lefthand quadrant and the second in the lower left hand quadrant. The strakes alter the air flow around the fuselage by separating the flow so as to produce lateral airloads on the tail boom which oppose main-rotor torque. The upper strake operates in a right crosswind to oppose main rotor torque, and the lower strake has effect in left crosswinds. The novelty of this invention resides in the simple and economical manner in which the helicopter tail boom may be modified by the addition of strakes in order to increase torque control, and reduce the need for supplemental mechanical means of torque control

Helicopter low-speed yaw control

A system for improving yaw control at low speeds consists of one strake placed on the upper portion of the fuselage facing the retreating rotor blade and another strake placed on the lower portion of the fuselage facing the advancing rotor blade. These strakes spoil the airflow on the helicopter tail boom during hover, low speed flight, and right or left sidewards flight so that less side thrust is required from the tail rotor

Helicopter Anti-Torque System Using Strakes

A helicopter is disclosed with a system for controlling main-rotor torque which reduces the power and size requirements of conventional anti-torque means. The torque countering forces are generated by disrupting the main rotor downwash flowing around the fuselage. The downwash flow is separated from the fuselage surface by a strake positioned at a specified location on the fuselage. This location is determined by the particular helicopter wash pattern and fuselage configuration, generally being located between 20 deg before top dead center (TDC) and 80 deg from TDC on the fuselage side to which the main rotor blade approaches during rotation. The strake extends along the fuselage from the cabin section to the aft end and can be continuous or separated for aerodynamic surfaces such as a horizontal stabilizer

Two-dimensional aerodynamic characteristics of several polygon-shaped cross-sectional models applicable to helicopter fuselages

A wind-tunnel investigation was conducted to determine 2-D aerodynamic characteristics of nine polygon-shaped models applicable to helicopter fuselages. The models varied from 1/2 to 1/5 scale and were nominally triangular, diamond, and rectangular in shape. Side force and normal force were obtained at increments of angle of flow incidence from -45 to 90 degrees. The data were compared with results from a baseline UH-60 tail-boom cross-section model. The results indicate that the overall shapes of the plots of normal force and side force were similar to the characteristic shape of the baseline data; however, there were important differences in magnitude. At a flow incidence of 0 degrees, larger values of normal force for the polygon models indicate an increase in fuselage down load of 1 to 2.5 percent of main-rotor thrust compared with the baseline value. Also, potential was indicated among some of the configurations to produce high fuselage side forces and yawing moments compared with the baseline model

Development in helicopter tail boom strake applications in the US

The use of a strake or spoiler on a helicopter tail boom to beneficially change helicopter tail boom air loads was suggested in the United States in 1975. The anticipated benefits were a change of tail boom loads to reduce required tail rotor thrust and power and improve directional control. High tail boom air loads experienced by the YAH-64 and described in 1978 led to a wind tunnel investigation of the usefullness of strakes in altering such loads on the AH-64, UH-60, and UH-1 helicopters. The wind tunnel tests of 2-D cross sections of the tail boom of each demonstrated that a strake or strakes would be effective. Several limited test programs with the U.S. Army's OH-58A, AH-64, and UH-60A were conducted which showed the effects of strakes were modest for those helicopters. The most recent flight test program, with a Bell 204B, disclosed that for the 204B the tail boom strake or strakes would provide more than a modest improvement in directional control and reduction in tail rotor power

Self-steepening of light pulses

Self-steepening of light pulses due to propagation in medium with intensity-dependent index of refractio

Geometry-induced pulse instability in microdesigned catalysts: the effect of boundary curvature

We explore the effect of boundary curvature on the instability of reactive pulses in the catalytic oxidation of CO on microdesigned Pt catalysts. Using ring-shaped domains of various radii, we find that the pulses disappear (decollate from the inert boundary) at a turning point bifurcation, and trace this boundary in both physical and geometrical parameter space. These computations corroborate experimental observations of pulse decollation.Comment: submitted to Phys. Rev.

A laser probe ⁴⁰Ar /³⁹Ar and INAA investigation of four Apollo granulitic breccias

Infrared laser probe 40Ar/39Ar geochronology, instrumental neutron activation analysis (INAA) and analytical electron microscopy have been performed on four 0.5 x 1.0 x 0.3 cm polished rock tiles of Apollo 16 and 17 granulitic breccias (60035, 77017, 78155, and 79215). Pyroxene thermometry indicates that these samples were re-equilibrated and underwent peak metamorphic sub-solidus recrystallization at 1000 – 1100°C, which resulted in homogeneous mineral compositions and granoblastic textures. 40Ar/39Ar data from this study reveal that three samples (60035, 77017, and 78155) have peak metamorphic ages of ~4.1 Ga. Sample 79215 has a peak metamorphic age of 3.9 Ga, which may be related to Serenitatis basin formation. All four samples contain moderately high concentrations of meteoritic siderophiles. Enhanced siderophile contents in three of the samples provide evidence for projectile contamination of their target lithologies occurring prior to peak metamorphism. Post-peak metamorphism, low-temperature (<300ºC) events caused the partial resetting of argon in the two finer-grained granulites (60035 and 77017). These later events did not alter the mineralogy or texture of the rocks, but caused minor brecciation and the partial release of argon from plagioclase. Interpretation of the low-temperature data indicates partial resetting of the argon systematics to as young as 3.2 Ga for 60035 and 2.3 Ga for 77017. Cosmic ray exposure ages range from 6.4 to ~339 Ma. Our results increase the amount of high-precision data available for the granulitic breccias and lunar highlands crustal samples. The results demonstrate the survival of pre-Nectarian material on the lunar surface and document the effects of contact metamorphic and impact processes during the pre-Nectarian Epoch, as well as the low-temperature partial resetting of ages by smaller impact events after 3.9 Ga. The mineralogy and chemical composition of these rocks, as well as exhumation constraints, indicate that the source of heat for metamorphism was within kilometres of the surface via burial beneath impact melt sheets or hot ejecta blankets