How does the Yaw Load Compensator work
Вставка
- Опубліковано 13 вер 2024
- Many of the AS350/AS355 models of helicopter have a yaw load compensator. This device is often misunderstood in its make up and operation.
Click Subscribe to be notified of future EuroSafety Videos.
www.eurosafety.us
training@eurosafety.us
I train pilots in the B3e and your videos are very helpful. Great content keep up the good work!!
Glad you like them!
Thank you for making these excellent videos!
My pleasure!
Excellent explanation !
Glad it helped!
Great tutorial but I feel like I might have missed something here. I'm wondering why you made no mention of the procedure with regards "Loss of Tail Rotor Control". The RFM states that once 70 kts IAS is attained to activate the [ACCU TST] button, which then depressurises the "Load Compensator". In other words, the load compensator - once depressurised - gives you 5 secs to gain a more neutral position of the pedals, should they be greatly offset. After 5 secs the [ACCU TST] should be reset to off.
In my mind, I was under the impression that this was the main purpose of the Load Compensator, but of course I could be completely wrong. I'm keen to gain more understanding, so again, thank you for sharing and thanks for hearing me out. I would be more than interested to hear your comments on this. Cheers.
thank you. I made another video that is an overview of the operation of the yaw load compensator. But briefly... The yaw load compensators job is to help the pilot induce twist into the spar. The reason we depress the ACCU TST button is to dump the pressure out of the yaw load compensator. The compensator was helping hold the twist into the blades. Without that pressure the twist takes itself out.
Hi Glen, great videos, 3D modeling is awesome… following on with the previous comment, can you elaborate why it is preferred to release accumulator pressure with a stuck pedal but not a servo slide failure? @@EUROSAFETYTRAINING (B3e dual hydraulics)
Cheers - Adam
Thanks again for these videos. Can you explain why we are instructed to bleed off the Yaw load compensator after each flight?
If you don't, the pedal will go to full deflection causing stress in the tail rotor spar
Does the yaw load compensator have a limited time of utility after the failure of the hydraulic system? If so, what is the time limit? Or is it a limited by how much pedal movement you are making? Say, you're in cruise flight at a power and speed configuration which requires little pedal articulation. Must you land " as soon as practicable " or can you continue until an ideal maintenance location is reached? I'm assuming in this question that the main rotor hydraulics are still operational... You're my new favorite channel. Thanks for making these informative videos!
The yaw load compensator will continue to operate until the HYD TEST (ACCU TEST) is depressed after flight, but is only noticeable after a hydraulic failure ( single bodied system) or when you loose right system in a dual system. Did I answer question or did I misunderstand? Thank you for your support!!
@@EUROSAFETYTRAINING Yes, you answered the core of my question. Thank you. I suppose I'm still yearning for knowledge on the B3's main rotor hyd redundancy. I know it has twin servos per pitch change link but a solitary hyd source off of the main transmission. Is there a load compensator for the main rotor as well should the main pump fail? Same overall back-up as the tail rotor system? I'd love to see a technical review of the twin servo construction :) Thanks again!
Send me your email to glen@eurosafety.us and I will send you documentation on Hydraulic system
Would consider making a video on the Astar and LTE ?
Good Idea... i will add it to the list
Absolutely the worst generalised waffle I have ever seen.... nobody gets it. From the crap you have blurted you are saying the hyd fluid re re=routes back to the servo....or the charge in accumulator actson the rod downstream... zero about the over centre arrangement.
Criticism is part of sharing knowledge, especially in technical fields like aviation, where people can be passionate about the details. Sometimes, though, the need to criticize comes more from wanting to feel validated or recognized than from a genuine desire to engage in constructive discussion. When that happens, the tone can become harsh or dismissive, undermining others rather than encouraging meaningful dialogue. I believe learning should be an open process, and real progress happens when we exchange ideas respectfully, rather than tearing each other down.
Calling the video ‘generalized waffle’ seems a bit unfair. The purpose of the video was to explain the yaw load compensator clearly and concisely. It’s surprising that this approach would upset you.
As for ‘nobody gets it,’ I’ve received plenty of positive feedback from people who found the explanation helpful. Perhaps your understanding of the system differs from what was presented, and this new information challenges your perspective, which can be uncomfortable.
It seems there's been a misunderstanding about how the system functions. To clarify, the hydraulic fluid in the yaw load compensator doesn't ‘reroute back to the servo’-I never made that statement in the video, so I’m not sure where that impression came from. Additionally, I’m unclear about what you mean by 'the charge in the accumulator acts on the rod downstream'-that’s not something I said either. The hydraulic fluid flows internally within the compensator to assist with tail rotor control.
Regarding the over-center arrangement, while it is part of the system, it wasn’t the focus of this video. It plays a supporting role in the design, not the primary operational aspect of the system.
@@EUROSAFETYTRAINING you have 100% validated my points.... the actual way it works is not clear and your video has not clarified it in any way