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The Chinook is a relatively old design - remember it started with metal blades and a maximum weight of much less than it has now. You can barely buy a nut or bolt from Sikorsky or Bell for those prices and that is on the commercial side, nit the military. ..what happens if one of the rear undercarriage units still show in contact with the ground after lift off..??? That must have been an exciting few minutes! Is it pilot training or a fix to the airframe? For tandem rotor helicopters, the overlap of the two rotor disks further constrains the ability of a designer to add blades to the rotor disc. a transmission operatively coupled to the engine; and, at least one blade operatively coupled to the transmission, the blade including. PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP. I don't think this question has been answered. All the major components on the Chinook, like all aircraft, were 'lifed' RAF Chinooks assisting in the evacuation from Beirut during the Israeli war on Lebanon, July 2006. The trick to flying the Chinook is learning how small it is. There never seemed too much concern about what was slung under a helicopter back then: and always a short strop, too ;). They don't sit on the same plane either according to this image: https://en.wikipedia.org/wiki/Boeing_CH-47_Chinook#/media/File:CH-47_Chinook_Line_Drawing.svg. The basic difference was the Tac Ticket got no ILS training and very little VOR work but lots of ADF, GCA, Holds, IMC takeoffs from the ground (No outside reference at all).and standard NDB approaches and lots of Tactical NDB approaches that included NDB and FM Homing Figure 8 approaches. 2231 0 obj <>stream I'll leave others to produce a list ! As the shuffle couldn't be explained, it was decided to avoid putting the aircraft into that configuration. More particularly, lowering the rotor speed increases the torque required to lift a given load. The cascade elements that were discussed with reference to. It was not the late 70s that some cash was found to buy the 33 to meet a new BAOR task And then reluctantly. F might be the fount of such knowledge As I am a mere Rigga; maybe someone could tell me the difference between Theory of Flight and Principles of Flight? This noise propagates out from the helicopter generally in the plane of the rotor disc and is mostly thickness, noise. Why does one reqiures supplimental stability controls and the other doesn't. I believe there was a guy who had an ex-military machine and was looking for companies to do his maintenace, this was a couple of years back. Pretty darned good camo that.even Bloggs looks fuzzy! From 1989 to 1998 (my time on the beast) the RoC limit was 3000 fpm. 0 The bird I was flying was your typical OD green while the dead bird was the new desert tan junk. Preferably, the first portion, the airfoil members, and third portion are 12%, 8%, and 2% thickness/chord airfoils respectively. Thickness noise also plays the dominant role in the interior noise of tiltrotors when operated in airplane mode where the rotor serves as a propeller. Thus, lowering the design speed of the rotor increases the design load for each component within the drive system. ); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY, Free format text: (http://www.chinook-helicopter.com/video/Ground_Resonance_Side_View.mpg). Clearly driveshaft failure would force an auto, but it is something i've never heard about failing. The difference in maximum speed with only one AFCS operational is due to pilot intervention time if an AFCS runaway happens. Major servicings were done at required intervals when the aircraft might be in the shop for a few days. In order to level the fuselage in flight for better aerodynamics gets much more complicated. The one thing I will say, looking at these pictures. The Lightening crashed after the Pilot ejected, after an undercarriage failure. Check it out for yourself. Not on line!! After a few seconds the intensity of the twisting fuselage increases until the rear rotor literally tears off the Chinook. ); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY, Free format text: I'm not sure what you are implying with that link. If you hit the interconnect shaft game over as the rotors collide and destroys the aircraft. As various modifications could be made in the constructions and methods herein described and illustrated without departing from the scope of the invention, it is intended that all matter contained in the foregoing description or shown in the accompanying drawings shall be interpreted as illustrative rather than limiting. P of F = Principles of Flight to me. Again, the second body portion includes a plurality of airfoil members in a staggered relationship with each other. Ask a Chinook pilot a question about it and he will nod a reply. Any idea whose Chinook it was, or where that happened? Anyone know where it is? passing a second portion of the atmosphere between a pair of airfoil members of a second body portion of the aerodynamic member, the second body portion being coupled to the first body portion, having a second overall thickness, and including a plurality of airfoil members within the second overall thickness, the airfoil members being in a fixed relationship with each other. You hadnt just nicked a Cavalier SRi had you?? Very violent. The Belvedere did enter production and service in the RAF. In an H-19 with a 2.5 inch, pull to cage attitude indicator and a 6 inch diamer compass card? In 2001 when I started this thread, it was to find out more about the Chinook for it really is a helicopter that always grabs my attention , I will even now pull over and watch them until they disappear from sight, also I am still trying to blag a ride, older and wiser but still like a big Kid when I see them. There are still 3 in Taiwan. Bet that was a fun load to fly Dave.Not! :ok: ISTR 5 Mag-Chips - Each Engine Nose Box, Aft & Fwd Boxes and finally the Combiner - all with Fuzz-Burners (well they did in my time!). %PDF-1.7 % Nevermind: https://en.wikipedia.org/wiki/Boeing_CH-47_Chinook#/media/File:CH-47_Chinook_Line_Drawing.svg. Until recently, certainly in RAF use, the 100 kt limit applied to single AFCS flight, but if you switched the 'good' system off ie AFCS out, you could use the VFR speed limit ie 150+ kts. I was more familiar with the Army version.which in those dayshelicopters were considered more in line with Jeeps and Trucks than aircraft. In one photo, it looks like there is a large tandom rotor heli in the background, much bigger than a Chinook. Anyone know what it is? Essentially, the tandem design is nearly immune to wind direction. SoSultan..why have it at all then if it is excess to need? It's a lot quicker if the loady just kicks the grunts out the door Static lines.five minute job to rig each side. Folks i've been asked to prepare a chat for some technical types on vibration/resonnance and am desparately trying to find the video that was posted not long ago on Rotorheads showing a Chinook on ground test shaking itself to destruction. A first preferred embodiment of the present invention provides an aerodynamic member that includes two body portions coupled to each other. Not sure how this fits with the Yaw divergence of A models, but I thought it was to do with the protection against DASH runaway. Ok, I've viewed the website and closed the browser, why can't I get the music to stop? Looks like a lot of talented aviators in those Guard units. What do ya think? In accordance with the original thread title, here is something other than you Chinook. is the chinook so powerful you can ignore the wind direction on landing? Admittedly, I'm no expert on rotor aerodynamics. This may be of interest, picture taken from the RAF news, showing Belvedere picking up a crashed Lightning. Stab., no rotor speed governing, and manual throttles. Did not the RAF say to the Belvedere: Two engines,two rotors, two pilots, too much trouble! Each of these approaches has drawbacks. Even the RAF is celebrating thirty years of flying the Chinook. Maintenance was done on an on-going basis, a gear box change here, an engine change there, hydraulic systems and generators, all highly regulated but done to ensure that the aircraft wasn't down for too long at any one time. Vibration? In large part, the noise is thickness noise that is created by the blades as they move through the atmosphere. Having said that with five gear boxes as opposed to two or three it was an expensive aircraft to operate. Hel1 - i think you missed my point. The Chinook: big, slow, noisy and with a critical flaw. I take it you arent a helicopter type of chap? Chinooks have two rotors which makes them capable of lifting up to 25,000 lbs., but with that configuration everything needs to work perfectly. There is fore-aft movement available. A question that's been nagging me (not that I wish to sound fatalistic) but what happens if it should have to shut down an engine - can it auto-rotate on one rotor ? There's an interesting article on a Chinook repair in field,Widow Maker: stuck between a rock and a hard spot (http://www.chinook-helicopter.com/history/aircraft/C_Models/71-20955/71-20955.html) :ok: The video of the Chinook experiencing ground resonance was taken of a ground run test of the aircraft at the Aberdeen Proving Grounds. oops, now that I think about it, once the rear left power steering appeared, one had to use it. I'll have to see if I can dig up some of the cooler pics I have laying around. Some great times, some absolutely desperate times, but glad to have had the experience. The first body portion may be a conventional airfoil while the second body portion includes a plurality of airfoil members held in a staggered relationship with each other by the first body portion. Designers learned as they went.the "A" model Chinook had a very sharp end to the Aft Pylon and was quite sensitive in Yaw. Thus, the traditional means of reducing rotor noise are accompanied by serious constraints and disadvantages. Wow! I am working on a project of a 10% scale model of a tandem gyroplane and I'm looking for a little help from the experts here on this thread. Furthermore, airfoils with improved thickness noise characteristics have been provided that perform (in terms of lift and drag) in a manner similar to previous airfoils. With a right pedal input, in effect the forward rotor tilts to the right and the aft rotor tilts to the left. What do ya think? Someone linked to the site about the 347. It is in view of the above problems that the present invention was developed. As youll see, when the two rotors dont play well with each other, the whole helicopter starts to shake violently. As the airspeed decreased the actuators reversed that input. the wind was 28 kts and it landed directly downwind. The much larger tire gives better handling. Navy H-46 (BV107). View Full Version : Chinook & other tandem rotors discussions. The invention provides low-noise airfoils and methods of reducing airfoil thickness noise while maintaining sufficient aerodynamic efficiency. Further, the helicopter can be a tandem helicopter with two sets of overlapping rotor blades and four airfoil members in the second body portions of each blade. memo to self: must remember passwords for tax return, then I won't be drawn towards PPRuNe ! a second body portion coupled to the first body portion, having a second overall thickness, and including a plurality of airfoil members within the second overall thickness, the airfoil members being in a fixed relationship with each. In accordance with the principles of the present invention, a helicopter rotor with a small number of blades (less than about four) can have noise characteristics similar to that of a rotor with a large number of blades (more than about nine). Doesn't answer your question but a useful link for understanding D model AFCS. Pic for reference: https://en.wikipedia.org/wiki/Boeing_CH-47_Chinook#/media/File:CH-47_Chinook_helicopter_flyby.jpg, https://en.wikipedia.org/wiki/Boeing_CH-47_Chinook#/media/File:Pinnacle_manuever.jpg. They are conttolled by being rigidly connected through a series of 5 gearboxes. Three or four engines..long ladder to get into the cabin.narrow as a sausage.oh yeah right it would have beat the Chinook! Had the RAF and the Army had the vision to want a lot more in the first place, then maybe a sustainable and cheaper product could have been made. Low-noise airfoils and methods of reducing noise. Sorry, I don't know, but I can find out for you! In the drawings: The far field noise of a helicopter is influenced primarily by the noise generated by the rotor blades. endstream endobj startxref Yes, SAS, I do recall the Tactical Instrument Rating, which came after I graduated from flt school. Additionally, the method may include lifting a helicopter that has overlapping rotor discs with the member. Best we ever did was pull water skiers at Lake Tolocco.smack dab in front of the Base Commander who was not amused. Of course, the aerodynamic member can be stationary and the atmosphere, or fluid, can flow around the aerodynamic member instead. :confused: I would like to understand the tandem rotor helicopter not cause an argument between rotorheads. The rotors do mesh. Read up on "Speed Trim" on the Chinook series.and you will understand why that is so. In the alternative, the member can include a third body portion that has an airfoil shape and that is coupled to the second body portion opposite the first body portion. All this talk of Chinooks..now who can recall the Belvederethe original aircraft could be flown manualdidn't even had assisted controls 'though they came before ie entered service.Four bladed rotors too and this was the late 1950s ! The guys that I know that fly the hook love em, otherwise forget about it. How about also a system where should an engine fail, the cabin heating (and air conditioning!) At light weight, there is so much power that it's easy to take care of a downwind approach and any performance aspects it may have. Sorry Thud and Blunder, but the selection of paint schemes on Army aircraft was very scientific!