Passed my sift with a 62. Your informative videos had a huge impact on my knowledge/score. Keep the great videos coming! I submit my warrant packet 20 September.
I’m in A&P school right now block 10. This video was incredible. New sub here. I cannot decide if I should move towards rotorcraft as a new A&P or regular aircraft. I’m 48 right now I’ll be 49 when I graduate. I don’t have years to waste. I need to commit to something and see it through but I don’t know enough people in the industry to see where I could fit in.
Enjoyed your whole series of videos and it helped me pass my Commercial RH check ride recently. I missed having a quick mention and explanation of "irreversible" servos in the assisted/boosted systems.
Great Video Jacob. Your work has been fantastic. All your videos has been enlightening. Thank you for that. I am a rescue helicopter pilot in Brazil and I would like to ask what bibliography do you recomend and use for your videos.
Really great Video Jacob! Super informative as always! I was curious if you know if with the full hydraulic system, is that always fully fly by wire then or do some of them still have some sort of cable or mechanical connection for the servo control? Never got to see one of these systems up close. Keep up the great work :D
Late, but in the CH47 airframe the flight controls are mechanically linked directly to the servocylinder's via push/pull tubes & bellcranks to a two-way push/pull valve on the servo to allow hydraulic pressure expand or contract the servocylinder. There are only two per rotor system, a pivoting and swiveling servo. When the system is pressurized you can move the servo's by hand ONLY by this valve. So, swashplate movement only happens through the mounted servocylinders & the electromechanical screw-type trim actuators (by-wire) for fwd flight trim. Engineers could easily convert this system to fly-by-wire to reduce weight & cost but that would impose more safety hazards & vulnerability. Rigging is complicated enough, cables won't work well in a heavy lift due to stretching. A lot of 47's fail rig checks because they were improperly rigged from the beginning or the maintainers improperly verify the rig (very common, this is one of the most tedious & technical tasks for mechanics). But once properly mechanically rigged, I believe only the servocylinders can cause flight control rigging to move out slightly over time & that's easy to adjust. (I also believe this has to do with pump pressures and fluid losses, I don't buy the "rod ends fatigue over time, causing the rig to go out" you may hear from others, in this beefy design.) I can't imagine how bad it would be with cables. After inspecting various other airframes they definitely vary by design but essentially operate nearly the same way and always have redundancy when it comes to the hydraulic system. There is no redundancy in the mechanical linkages. You cannot move flight controls with hydraulic power off, it is a fully hydraulic system. These lessons are absolutely great for pilots but if you want to dig into the more technical details (which are not very applicable to pilots as this knowledge won't help you in flight), you'll need a engineer to show you or spend a lot of time reading technical manuals. I say engineer because a lot of mechanics know how to replace & fix stuff but few truly understand how they work. Pilots have the upper-hand of how helicopters operate over most mechanics IMO. Engineer's are the gods. I'm not an engineer.
I think you forgot a passive hydraulic system. It's similar to a system with pushrods and cables and stuff, only that the cyclic and collective movements are transmitted by hydraulic fluid which is moved by the pilot with out any assistance.
Great video Jacob. 👍 I have a question for you. I am starting the theory component for my private helicopter pilots licence and I am not sure which books to get, please let me know if you have any suggestions. Thanks heaps.
Check out the Rotorcraft flying handbook and even my eBook if you’re looking for good study references. I put the links in the descriptions of most of my videos
Hey Jacob, I’m working on designing an ultralight helicopter from scratch. I’ve been thinking an awful lot about the control system. I was considering using non-boosted hydraulics simply because I cannot find any diagrams or videos that show how the linkages for for the cyclic and collective are mixed. Also, while I figured out a way to mechanically translate fore/aft input on the controls to the appropriate points of the swashplate; my solution is not elegant at all and I wouldn’t dare fly it. This comment is getting long so let me summarize in two questions. 1: do you think passive hydraulics would be sufficient for an ultralight? 2: can you point me in the direction of some materials where I can study systems like what is found on the R22?
I’m not an engineer. But I believe it comes down to cost and design. Boosted systems are more expensive than no hydraulics. But fully hydraulic systems are more expensive than boosted. As more and more performance is demanded on the helicopter, more rugged and expensive systems must be put in place. By switching away from push-pull rods to fly-by-wire controls, fully hydraulic systems made the most since. At the point of fly-by-wire all flight controls are moved via electric signals instead of push-pull rods. To try and incorporate a boosted system on this would mean installing hardware that otherwise wouldn’t have to be there and extra weight. But once again, I’m not an engineer so that’s my best guess. Great question though! Thanks for the feedback.
Passed my sift with a 62. Your informative videos had a huge impact on my knowledge/score. Keep the great videos coming! I submit my warrant packet 20 September.
Awesome! Congrats!
Ur gonna have a blast at WOCS, promise, lol.
Yo bro, I’m working on mine rn please please please lmk how the board went and like the stuff they asked you! Good luck man!!
@@Lrazz31 good luck bro. Have you taken the SIFT?
Hope you go all the way man! Get that bread!
I’m in A&P school right now block 10. This video was incredible. New sub here. I cannot decide if I should move towards rotorcraft as a new A&P or regular aircraft. I’m 48 right now I’ll be 49 when I graduate. I don’t have years to waste. I need to commit to something and see it through but I don’t know enough people in the industry to see where I could fit in.
Enjoyed your whole series of videos and it helped me pass my Commercial RH check ride recently. I missed having a quick mention and explanation of "irreversible" servos in the assisted/boosted systems.
Thank you for the lesson.
Could you do a similar lesson for the electrical systems?
Great work mate!
Outstanding sir. Thank you.
I’m a helicopter pilot in Korea.
And I think I can learn about helicopter from you than my ex-ips.
I’m waiting further lessons
Neatly explained. Great job 👍🏻
awesome it is concise and understandable! thank you
Fantastic video. I had a basic knowledge of hydraulics but this cleared up some questions I had. Keep up the great work!
Thank you so much for all your informative videos, I have my nickel flight tomorrow in the 72 !
Good job 👏
Love your videos. But to be honest, I keep coming back for the Apache footage. 🚁
You should do a video about all types of autopilot (all the axis)
Thanks!
Great Video Jacob. Your work has been fantastic. All your videos has been enlightening. Thank you for that. I am a rescue helicopter pilot in Brazil and I would like to ask what bibliography do you recomend and use for your videos.
I use a variety of sources and first hand experience. But I link the books used in most of the video descriptions.
Your video is amazing.. hopefully next more new video about helicopter system 😊😊😊
Really great Video Jacob! Super informative as always! I was curious if you know if with the full hydraulic system, is that always fully fly by wire then or do some of them still have some sort of cable or mechanical connection for the servo control? Never got to see one of these systems up close. Keep up the great work :D
Hard to speak for all helicopters but they can vary in design and could possibly be either one of those.
@@helicopterlessonsin10minut10 Interesting! Sounds like similar systems that would be in large jets.
Late, but in the CH47 airframe the flight controls are mechanically linked directly to the servocylinder's via push/pull tubes & bellcranks to a two-way push/pull valve on the servo to allow hydraulic pressure expand or contract the servocylinder. There are only two per rotor system, a pivoting and swiveling servo. When the system is pressurized you can move the servo's by hand ONLY by this valve. So, swashplate movement only happens through the mounted servocylinders & the electromechanical screw-type trim actuators (by-wire) for fwd flight trim.
Engineers could easily convert this system to fly-by-wire to reduce weight & cost but that would impose more safety hazards & vulnerability. Rigging is complicated enough, cables won't work well in a heavy lift due to stretching. A lot of 47's fail rig checks because they were improperly rigged from the beginning or the maintainers improperly verify the rig (very common, this is one of the most tedious & technical tasks for mechanics).
But once properly mechanically rigged, I believe only the servocylinders can cause flight control rigging to move out slightly over time & that's easy to adjust. (I also believe this has to do with pump pressures and fluid losses, I don't buy the "rod ends fatigue over time, causing the rig to go out" you may hear from others, in this beefy design.) I can't imagine how bad it would be with cables. After inspecting various other airframes they definitely vary by design but essentially operate nearly the same way and always have redundancy when it comes to the hydraulic system. There is no redundancy in the mechanical linkages. You cannot move flight controls with hydraulic power off, it is a fully hydraulic system.
These lessons are absolutely great for pilots but if you want to dig into the more technical details (which are not very applicable to pilots as this knowledge won't help you in flight), you'll need a engineer to show you or spend a lot of time reading technical manuals. I say engineer because a lot of mechanics know how to replace & fix stuff but few truly understand how they work. Pilots have the upper-hand of how helicopters operate over most mechanics IMO. Engineer's are the gods. I'm not an engineer.
I think you forgot a passive hydraulic system. It's similar to a system with pushrods and cables and stuff, only that the cyclic and collective movements are transmitted by hydraulic fluid which is moved by the pilot with out any assistance.
So BO-105 has fully hydraulics ?
Great video Jacob. 👍 I have a question for you. I am starting the theory component for my private helicopter pilots licence and I am not sure which books to get, please let me know if you have any suggestions. Thanks heaps.
Check out the Rotorcraft flying handbook and even my eBook if you’re looking for good study references. I put the links in the descriptions of most of my videos
@@helicopterlessonsin10minut10 Thanks for the help. Happy flying. 👍
👍
Hey Jacob, I’m working on designing an ultralight helicopter from scratch. I’ve been thinking an awful lot about the control system. I was considering using non-boosted hydraulics simply because I cannot find any diagrams or videos that show how the linkages for for the cyclic and collective are mixed. Also, while I figured out a way to mechanically translate fore/aft input on the controls to the appropriate points of the swashplate; my solution is not elegant at all and I wouldn’t dare fly it. This comment is getting long so let me summarize in two questions.
1: do you think passive hydraulics would be sufficient for an ultralight?
2: can you point me in the direction of some materials where I can study systems like what is found on the R22?
With an ultralight weight class you probably wouldn’t need hydraulics. The R22 should have info in its operators manual that covers its systems.
Hello there
Why can't assisted hydraulic systems run at the same high pressures as full hydraulic systems in order to avoid jack stall?
I’m not an engineer. But I believe it comes down to cost and design. Boosted systems are more expensive than no hydraulics. But fully hydraulic systems are more expensive than boosted. As more and more performance is demanded on the helicopter, more rugged and expensive systems must be put in place. By switching away from push-pull rods to fly-by-wire controls, fully hydraulic systems made the most since. At the point of fly-by-wire all flight controls are moved via electric signals instead of push-pull rods. To try and incorporate a boosted system on this would mean installing hardware that otherwise wouldn’t have to be there and extra weight. But once again, I’m not an engineer so that’s my best guess. Great question though! Thanks for the feedback.
So, be careful when you say,
my chopper was Jacked!