Talk:Swashplate (aeronautics)

Hexapod/Universal Joint
It would be nice to explain or cite a real example that utilizes this alternative mechanism, if one exists. If not, explain that it doesn't exist and why (even if it's just because the swashplate is better!) — Preceding unsigned comment added by 139.166.248.109 (talk) 15:57, 19 September 2011 (UTC)

Gyroscopic forces
This should either be removed or corrected, as the (often 90°, but not always) phasing angle is used for aerodynamic reasons (Talk:Helicopter). — Soupisgoodfood 14:46, 29 May 2006 (UTC)

I agree. The phasing angle is a result of aerodynamics, not of gyroscopic. Accidentally,it fits as an explanation. The Autor should read the References,there you can read the aerodynamic effects. The 90degrees work by teetering Rotors when one grip/blade tamper with the other. Read and translate the german article,there is an example with the bo 105 with an pre-angle of 78 drgrees. so the gyroscopic prcession CaN NOT be responsible. The point is: highest point of applied flap results a number of degrees later in a highest point of FLAP RESULT. On full articulatet rotorsystems between 70 - 80 degrees, on teetering (or semirigid) systems 90 degrees.

" Just wanted to point out that the model animation of the helicopter swashplate is incorrect, helicopters phase shift by 90°, and I'm very very certain this is in fact a gyroscopic effect, not an aerodynamic one, as the rule even applies to a spinning bicycle wheel. To fix the animation the point at which the linkages attach to the blades need to be connected 90° back. Sikorsky figured all this stuff out when they were invented.

http://www.youtube.com/watch?v=eTjGTxSevHE — Preceding unsigned comment added by 173.54.233.75 (talk) 21:31, 18 October 2012 (UTC)

Excerpt,

Logically, it would seem that for a helicopter to roll to the left (see flight dynamics), lift would be required on the right and a downward force would be required on the left. That is, after all, how an airplane rolls to the left: ailerons on the trailing edge of the wings simultaneously increase lift on the right and reduce it on the left. Such is not the case with the helicopter, however, but determining that took some trial and error. When Igor Sikorsky built the first helicopter, he first set up the controls much as for an airplane, as described previously: if he wanted the craft to drift left, the swashplate was tilted left so the blades would be at maximum pitch (and therefore greatest lift) on the right and minimum pitch (minimum lift) on the left. Much to his surprise, however, the helicopter moved backwards in this configuration. When applied forward input with the control stick, the craft moved left. This was because of phase lag: an input to a rotating mass (such as a gyroscope or the rotor of a helicopter, is felt 90° along the plane of rotation after the point of input. More formally, "a system in resonance receives a periodic excitation force sympathetic with the natural frequency of the system. The flapping frequency of a centrally hinged system is equal to the speed of rotation. Therefore, maximum response occurs 90 degrees after maximum periodic excitation." (Navy Helicopter Flight Training Instruction 2004)[verification needed] To rig the helicopter for controllable flight, Sikorsky moved the point at which the rotors were attached to the rotating swashplate by 90°.[citation needed] With this new rigging, when he moved the cyclic left, the rotors were at minimum pitch off the nose, and maximum pitch off the tail, and he rolled left. Modern helicopters are rigged the same way.This 'rigging' is known as the advance angle and is the difference in the angle from the rotor hub to the blade pitch control arm and the angle from the rotor hub to the axis around which the blade pitch is changed. — Preceding unsigned comment added by 173.54.233.75 (talk) 21:22, 18 October 2012 (UTC)

" ---Hpiz 10/18/2012

Model helicopters versus real ones
The image of the model helicopter does a great job of illustrating the traditional mechanical mixing on a remote control aircraft swashplate, but has the extra Bell/Hiller control rods and doesn't show how the collective is implemented. A CCPM head with no flybar would be a simpler example, or perhaps a closeup of a modern fullsize would illustrate this better. —Preceding unsigned comment added by 68.55.115.83 (talk • contribs) 16:15, 11 July 2006 (UTC)


 * I'm guessing whoever put that image up their couldn't find a fullsize heli swasplate with the appropriate licence/copyright. If you can find one, upload it, and I'll gladly add the illutrations and labels to the photo. --Soupisgoodfood 02:47, 13 July 2006 (UTC)


 * Maybe the pictures used in the german wikipedia article: http://de.wikipedia.org/wiki/Taumelscheibe_(Helikopter) ? -- 89.247.20.79 (talk) 12:59, 27 December 2008 (UTC)

Rotor Flaps
The "History" section says

Other swashplate and control design have been used. For instance, Kaman Aircraft helicopters do not use a traditional swashplate and instead operate servo flaps on the rotor blades to adjust the angle of attack of the blades.

Unfortunately, the link for "servo flaps" leads to an article about fixed-wing flaps; I can't find anything there about flaps on rotor blades. The article on Kaman aircraft is similarly silent on the subject. Perhaps this could be addressed by someone with more knowledge of the subject than I (which, honestly, is pretty much anyone with any knowledge of the subject at all).

* Septegram * Talk * Contributions * 15:04, 20 May 2015 (UTC)