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Патент USA US3027958

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April 3, 1962
5 Sheets-Sheet 1
Filed Jan. 24, 1958
nI @
April 3, 1962
Filed Jan. 24, 1958
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5 Sheets-Sheet 2
Lem?‘ “529355;
April 3, 1962
Filed Jan. 24, 1958
3 Sheets-Sheet 5
United States Patent 0
Patented Apr. 3, 1962
the rotor is greatly increased with speed. That is, the
stability characteristics in cruising ?ight, which vary from
a rapid divergent oscillation to essentially a pure diver
Leonard Goland, Meadowbrook, David F. Gebhard,
Richhoro, and Robert R. Kenworthy, Philadelphia, Pa.,
gence, are functional with cruising speed. The period
and damping of subsequent oscillations are of primary
importance, and the rapidly divergent oscillation of the
assignors to Kellett Aircraft Corporation, Willow
Grove, Pa., a corporation of Pennsylvania
Filed Jan. 24, 1958, Ser. No. 711,029
9 Claims. (Cl. 170—160.13)
helicopter seems a major factor in its poor handling
In essence, what is essential in rotary wing ‘aircraft,
This invention relates to the stabilization of rotary wing 10 outside of hovering ?ight, is that the aircraft should be
aircraft including helicopters, conver-t-iplanes, and auto
able to perform all of the normal maneuvers of which an
average low speed airplane is capable. It is recognized
g It is generally recognized that the operational utility
of rotary wing aircraft is signi?cantly limited by unsatis
that there are essential differences between rotary wing
gime but the stability falls off on a gradient ‘as the air
to provide a tail surface for rotary wing aircraft as a
and ?xed wing aircraft, the primary one being that in
factory stability and control characteristics. It is also 15 rotary wing aircraft the control is accomplished through
inclination of the primary lift vector relative to the
recognized that all single rotor rotary wing aircraft are
fuselage, while control of the airplane is accomplished
inherently unstable per se. This is especially so of small
by inclination of the entire aircraft. However, it would
light weight helicopters that suffer from high rates of
be desirable if the stability and control qualities of rotary
control response and short periods of oscillation but is
also true to a lesser degree for all single rotor rotary 20 wing aircraft could be equally functionally effective, as
are those of ?xed wing aircraft. This is accomplished
wing aircraft. So far as known, no rotary wing aircraft
by the instant invention.
has been developed prior to this invention which, with
It is among the objects of this invention: to provide
added stabilizing devices or systems, is so inherently stable
a rotary wing aircraft with an integrated stabilizing sys
throughout all of its ?ight regimes that, if desired, the
aircraft can be ?own on instruments without overriding 25 tem by which optimum stability can be effected through
out all of its ?ight regimes; to provide a stabilizing sys
pilot’s control during at least some of its ?ight regimes.
tem as an independent unit or units for attachment to
A certain degree of stability and control has been
an existent helicopter to stabilize same; to provide a gyro
e?ected by various types of stabilizers in rotary wing air
bar which is mounted on and above the heli
craft, but as previously developed the particular stabilizer
copter rotor; to combine in a helicopter stabilizing com
has been tailored for optimum performance ‘at one given
ponents respectively operative at or near hovering and
?ight regime, necessitating comprise for other ?ight re
at cruising speeds so that the entire range of ?ight regimes
gimes. Gyroscopic stabilizing bars, for instance, have
is substantially equally stabilized and controlled; to im
had excellent stabilizing and control characteristics when
prove gyroscopic stabilizer bars for rotary wing aircraft;
designed for optimum performance in the hovering re
craft enters and pursues the cruising regime. illustra~
tively, for instance, the Kellett Aircraft Corporation, as
signee of this application, has conducted research and
speed-sensing element which responds to speed changes
to change the effect of the tail surface with increased
speed; to provide in helicopters a tail surface responsive
to vertical accelerations to produce stabilizing forces on
development on this problem over a number of years,
during which it developed and successfully ?ight-tested 40 the fuselage proportional to the accelerations; to pro
vide for helicopters a gyro bar stabilizer of low authority
the KH-lS Variable Stability Helicopter, out of which
and long following time by which e?‘icient stabilizing of
development there arose patent application Serial No.
466,406, ?led November 2, 1954, by Sissingh and Ken
worthy, now eventuated into Patent No. 2,827,968 on
March 25, 1958. This gyro device was excellent, but
was primarily for the hovering regime. It is worthy of
note that while the gyro can be tailored to other ?ight
regimes, the stability always falls off on a gradient as
the aircraft leaves the given ?ight regime.
Some efforts have been made to utilize tail control
surfaces for stabilizing functions, but while these have
the helicopter in all of its ?ight regimes is attained; to
provide a gyroscopic bar assembly, for attachment to a
helicopter which is unstable about its lateral and longi
tudinal axes, to effect positive dynamic stability about said
axes; to provide for helicopters a gyro bar stabilizer of
low authority and long following time without material
effect on the pilot’s control sensitivity ‘and without ma
terial effect on maneuverability of the helicopter, while
effecting positive dynamic stability about both the lateral
and longitudinal axes of the helicopter; to provide a
combined stabilizing system for a helicopter compris
ing a gyroscopic bar for the helicopter rotor and an in
sure good handling qualities in all ?ight regimes because 55 dependent bob weight tail control surf-ace, so organized
that the gyroscopic bar is set for good handling qualities
this not only makes pilot control easy and simple, but
during hovering, maintained during at least the incep
also conduces toward instrument ?ight of the aircraft
tion of cruising, with the control surface functionally
under all conditions. Such good handling qualities by
inert during hovering so that at cruising speeds the con
inherent or imposed stability are useful under all condi
tions but are particularly critical and important in cruis 60 trol surface imposes a stabilizing moment on the fuselage
about the 06. where the fuselage behaves as the moment
ing and high speed ?ight when the C6. is aft of the axis
arm and said moment is functional in magnitude with
of the rotor, as the instability and the hazard associated
vertical accelerations and forward speed, complementing
therewith increases with increased speed.
the stabilizer gyroscopic bar installation, to establish op
The technical foundation for the stability and control
timum stability and control ‘and ‘good handling qualities
difficulties of single rotor rotary wing aircraft lies in
of the helicopter during all ?ight regimes; to provide
part at least in the fact that in general the longitudinal
in rotary wing aircraft a gyroscopic stabilizer bar or the
and lateral motions are uncoupled. For the conventional
like for the rotor having a long following time and by
helicopter the blade tip path motion relative to the axis
which the change of aircraft attitude and the rate of
of no-feathering or the control axis is small compared to
the amplitude of fuselage motion. The instability of 70 the change of attitude are fedback into the rotor; to pro
vide stabilizing means for rotary wing aircraft which is
rotary wing aircraft increases with cruising speed because
some effects in cruising, they are inert so far as stabiliz
ing the aircraft during hovering. What is essential is a
stabilizing system for rotary wing aircraft that will in
the moment instability with angle of attack produced by
reliable, simple, fool-proof, low in cost, light in weight,
is easy to maintain even in the ?eld, which has minimal
parasitic drag and minimal vibration; to provide a stabiliz
ing system mounted on and above the helicopter rotor;
to provide a stabilizing system which is readily adapt
able to a helicopter in-being with minimum. modi?cation
and tilting of the swash or star plate 10, the outer
member of which is rotatable with the mast 9, for collec
of the basic helicopter, while being effective throughout
tive pitch change and for cyclic pitch control respec
For this purpose, connections extend between the
swash plate arms 19 to pitch controlling arms 14 mounted
on each blade respectively and illustratively and rep
the flight range of such helicopter; to provide a stabiliz
ing' system for rotary wing aircraft which is acceptable to
pilots of the aircraft as furnishing acceptable pilot con
resenting the movable element of a pitch changer, and in
the illustrative case effecting pitch control by tilting
bility; to provide a stabilizing system for rotary wing air
end of each arm 14 is connected to a respective arm 19
the blade about its longitudinal axis. Prior to the addi
trol sensitivity without material effect on maneuvera 10 tion of the gyro bar stabilizer to be described, the free
craft which not only senses disturbances on the aircraft
but also generates power to eifect substantial stabilization
by a push-pull rod (not shown, because removed and
replaced by the push-pull rod 31 and adapter 30‘, to be
of the disturbances; and many other objects and ad
described). As noted, the illustrative rotor has knuckles
vantages will become more apparent as the description 15 12 for mounting the respective blades 13, and the blades
13 are disposed for flapping as is conventional.
In the accompanying drawings forming part of this
It will be simpler to describe the gyro stabilizer bar
‘FIG. 1 represents a schematic diagram, in partially
as mounted on the rotor hub, even though such mounting
may be accomplished, as noted, long after the instant
fragmentary form, illustrative of the gyroscopic bar 20 helicopter has been operational without the gyro bar.
mounting and its functional coupling with a rotor of a
helicopter, according to the invention.
FIG. 2 represents an isometric elevation of the gyro
For this purpose it will be understood that in general,
illustratively, the helicopter rotor hub 11 has an upper
access opening closed by a dust cover bolted to the hub.
In many cases the dust cover mounts a hoisting eye.
away for clarity, with the fragmentary rotor in unshaded 25
The gyro stabilizing bar unit is mounted on a weld
scopic bar installation, in shaded portions, partially broken
portions, also broken away for clarity.
ment 15’ having a lower ?ange or mounting plate 15,
FIG. 2a represents a perspective view of the fragmen
which latter is arranged for bolted attachment to the rotor
tary portion of a weight arm as broken away from the
hub 11, in substitution of such dust cover, which, to
center of the gyro bar shown in FIG. 2.
reduce weight and use the same anchoring bolts or bolt
'FIG. 2b represents a fragmentary perspective elevation 30 holes, has been removed. The Weldment 15' is generally
of a rotor blade as separated from the right hand side of
annular and hollow, and has a vertical axis. The weld
FIG. 2.
ment has an upper ?anged end containing and having
‘FIG. 3 represents a fragmentary isometric elevation of
driving relation to a splined shaft coupled to the inner
the tail surface and bob weight organization mounted
member of a constant velocity universal joint 16a, the
on the tail cone of the fuselage of the illustrative heli 35 outer member of which mounts the hub 18 of the gyro
FIG. 4 represents a side elevation of an illustrative
form of a helicopter to which the integrated stabilizing
units of the instant invention have been applied.
stabilizer bar 16. The element 16a, although neces
sarily a constant velocity universal joint, would be di?i
cult to indicate as such and for clarity and convenience
has been illustrated as a gimbal suspension. The gyro
The invention is preferably provided as a separately
hub 18 rigidly engages and supports weight arms 17,
pro-fabricated, “retro?t,” unit, or units, for attachment to
illustratively three in number if there are three blades
and mounting on existing operational rotary wing air
13 of the rotor. Weight arms 17 are disposed 120°
craft, although of course, susceptible to design into and
apart and lie in a common gyroscopic plane. Each
factory manufacture or installation at the time of con
weight arm at its free end mounts a terminal weight 29.
struction of the rotary wing aircraft.
These may be of any desired con?guration, but prefer
While the principles of the invention can be carried
ably each comprises a pair of “back-to-back” frustums of
out in any single-rotor type of rotary wing aircraft, for
illustrative purpose let it be assumed to be a helicopter
substantial cones, to minimize aerodynamic drag. A
dust cover and seal 39 is provided on top of the gyro bar
of the class having a single rotor, regardless of the
hub 18, to protect the constant velocity universal joint
number of blades in the rotor, and of the order of
16a, and to prevent slinging of lubricant.
approximately 7000# gross weight. In the illustrative
Favorable results attach to the use of the constant
case as indicated in the drawings a helicopter fuselage
velocity universal joint for the gyro bar that cannot
7 mounts a mast 9, supporting a rotor hub 11 on which
be secured by a gimbal suspension. This is because de
three blades 13 are mounted by means of knuckles 12,
or the like. The rotor is driven in any desired manner,
?ections of the bar through as much as 20° cause large
in-plane torsional variations. For e?icient design with
and illustratively by a power driven shaft rotatable in 55 a bar su?iciently large as to provide effective stabilizing
the mast 9 engaging a plate bolted to the rotor hub 11,
inputs, a constant velocity joint is dictated. In this con
nection, for purely illustrative purposes it may be noted
that applicants presently prefer to utilize Rzeppa con
stant velocity universal joints, as disclosed for instance in
pitch control of the blades by a swash or star plate 10,
catalogue No. 2, of The Gear Grinding Machine Com
or the like. The actual means for effecting blade pitch
pany, of Detroit, copyright 1955, and as explained in a
control is not material, as this can be eifected in various
paper prepared by A. H. Rzeppa, as consultant to The
to transmit torque thereto, (not shown but conventional).
A pilot’s control, (not shown but also conventional) is
provided for effecting both selective cyclic and collective
ways, whether by adjusting servo tabs, or servo rotors, or
Gear Grinding Machine Co. of Detroit, Mich. entitled
the like, or by direct tilting of a blade about a longi
“Universal Joint Drives,” published by Machine Design,
tudinal axis, or the like. All that is important in the 65 April 1953.
invention is that there be provided a movable element
‘It will of course be understood that the gyro bar 16
associated with the rotor or with the blade or with linkage
is so organized with the constant velocity universal joint
in or on the blade by which the pitch of a blade or
and the support that although the gyroscopic plane is
blades is varied functionally with movement of such
70 ?xed in space, and normally is perpendicular to the com
movable element, and that both the selective cyclic and
mon axis of the Weldment and rotor, the mast can assume
collective pilot’s pitch control through the swash plate
various angular attitudes relative thereto in response to
have operative connection to such movable element.
a disturbance, which effectively relatively tilts the plane
For purposes of illustration, let it be assumed that the
to the mast axis. In passing it will be understood that
pilot’s control selectively effects both vertical adjustments 75 the torque transmission to the gyro bar, illustratively,
on the lever moving same to move the push-pull rod 31
to place a control movement on the movable pitch con
will be through the rotor drive shaft to a form of
plate anchored in the rotor hub 11 below the cover plate,
trolling element 14 of the instant blade. in this case
through coupling bolts into the mounting ?ange 15,
the lever 28 functions as a lever of the third class. In
many cases there will be both stabilizer and pilot’s con
through the weldment and its upper ?ange, and through
the splined shaft into the inner member of the constant
trol inputs, and the movement of the pitch control mov
velocity universal joint, into the outer member thereof
able means will be as a resultant of both.
and into the gyroscopic bar 16.
In generally symmetrical spacing on the gyro bar hub
It will be seen that any relative tilt of the gyro plane
effecting a pitch control input, also moves a link 23‘ rela
tive to the instant damper 22, which both 'damps the mo
18, three damping trunnions 20, and three stabilizer input
trunnions 21, or like pivotal connection points are pro
tion of the control link controlling the input, and causes
vided. The symmetrical spacing may be of all of the
the gyro bar to gradually move relatively on its constant
trunnions if there is adequate space, as suggested in FIG.
velocity universal joint to re-establish the gyro‘ plane as
1, otherwise the symmetry is between the damping trun
normal to the axis of the rotor with the rate of re-estab
nions, and between the stabilizer input trunnions, as re
spective groups. As’ shown in FIG.‘ 2, the trunnions Z0 15 lishment functional with the damping factor, to be ex
plained. It will also be seen that with the combination
and 21 are disposed in closely adjacent respective pairs
recited, with the dampers functioning, the input from
between weight arms 17, so that the respective displace
the bar to the blade is not proportional to attitude alone,
ments of any pair with tilting of the gyro plane are sub
it is also dependent upon the rate of change of attitude.
stantially similar. Three dampers, illustratively and pref
There are two important parameters to be considered
erably of the viscous type, 22, each having a radially pro
in the successful design and operation of the gyro bar
jecting arm 22’, are mounted on weldment 15', as on
installation. One is the gyro bar control authority
?ange 15 thereof or ‘adjacent thereto and the free ends
(k1), which is the ratio of the change in rotor blade
of the operating arms 22’ are vertically in substantial
cyclic pitch to the relative deflection of the gyroscopic bar.
alignment with the respective damping trunnions 20, and
authority is determined by the linkage ratio of the
are connected thereto by pivoted links 23‘. It is presently 25 This
between the bar 16 and the blade pitch control 14-.
preferred to use viscous dampers provided by Haines
important parameter is the damping factor
Gauge Company, now known as Scsco Manufacturing,
which is a function of damping coe?icient, Cd. This
Inc, of Bridgeport, Pa., as these are externally adjustable,
factor de?nes the rate at which the gyro “follows” the
fully temperature compensated and will develop torque
su?icient for operation of the gyro stabilizer. Three brackets 24 are anchored to the weldment 15', as on
mounting ?ange 15 thereof", and each pivotally supports
a generally horizontal reversing lever 25, with the inner
ends of each respectively in generally vertical alignment
with the respective input trunnions 21, to which they
are universally pivotally connected by links 26.
An adapter 30 is provided for bolted attachment to each
rotor shaft, the so-called “following-time.” This factor
is controlled or established in the damper itself or by
predetermined ratio of linkages between the bar and the
The damping factor is expressed by the formula
2 (bar moment of inertia about its pivot point)
the factor by which the following-time is established,
arm 19 of the swash plate 10, where this may be neces
comprising the lag time for a given deviation between the
sary, as inmost applications of the invention to helicopters
already in-being, or else the swash plate itself is formed 40 mast and the gyro plane to reduce to 1/10 of the deviation
value, according to an exponential curve. The following
with arms on the swash plate predetermined for the pur
time phases the bar input to the control system with
pose, in cases of application of the invention to helicopters
relation to the relative deviation of the gyro plane. The
during the'construction of the latter. The adapter 30, or
longer the following-time, the greater the lag. The lag
the swash plate arm 19 itself, is formed toward its outer
free end to mount a cocked substantially horizontal pivot 45 incident to the proper following-time has the eifect of
changing a pure divergence into a mildly convergent long
pin 30’ or the like, for a mixing or combining lever 28
extending transversely of and beside the arm 19‘ of the
swash plate or star plate 10. Pivot pin 30’ is the point
at which the’ pilot and stabilizer bar inputs are mixed,
and preferably the lever 28 is asymmetrical of the pivot
30’ as shown in FIG. 2.
The linkage is completed by a pivotally connected push
period oscillation.
An important consideration in the selection of the bar
authority and the damping factor respectively lies in the
highly sensitive area of pilot acceptability. What is quite
acceptable for one pilot, is not Wholly acceptable to an
other who is equally skilled. What comprises sensitivity
of control and facile maneuverability of the helicopter
by one pilot is not entirely acceptable on either count by
another. It is therefore impossible, within the purview
pull rod 27 connecting the outer free end of the reversing
lever 25 with one free end of combining lever 28, and
the push-pull rod 31 is pivotally connected to the other 55
of the invention, to establish a ?xed critical value, which
free end of the lever 28 and to the free end of the movable
member 14.
It will be seen that relative tilt of the gyroscopic plane
is the same for all installations on helicopters, of either
the bar authority or the damping factor.
These values vary, or are caused to vary in assembling
of the bar 16 in response to a disturbance of the heli
copter, causes a given link 23 to move axially, and through 60, the stabilizer with a helicopter, according to what func
tional effects the individual pilot concerned considers
the reversing lever movement and push-pull rod 27 to
optimum for him. It is possible to establish a preferred
move the end of the combining lever 28. If at this moment
range within which e?icient results as an absolute value
the pilot holds his stick in mid position so that the swash
can be obtained, with a selection on the range of the
plate is normal to the axis of the rotor, the movement of
specific factor effecting the results desired by a pilot.
the end of lever 28 about the fulcrum 38", moves the 65 Thus, it is generally sufficient to provide a bar authority of
other end of the lever and through the push-pullrod 31
between 5% and 20% which comes within the de?nition
effects a control movement of the movable pitch con
of “low authority,” and to provide damping factors ade
trolling element 14“. In this case lever 28 functions as a
quate to establish a range of following-time of between
lever of the ?rst class. On'the other hand if the bar
3 and 12 seconds. Excellent results have been obtained
is rotating in the gyro plane in its normal relative attitude
a bar authority of 15% for a given bar installation,
of perpendicularity to the rotor axis, the linkage is sta—
with a damping factor of 0.29, effecting a following-time
tionary to the end of the combining lever 28, and the con
of 8 seconds.
nection thereof to the push-pull link 27 forms a fulcrum
In general, the stabilizer bar. is an inertial device and
for the combining lever, so that, if then the pilot tilts the
swash plate, movement of the pivot pin 30’- exerts a force 15 is not aifected by speed of translation in cruising, although
the instability of the helicopter increases with speed, as
noted. In hovering the aerodynamic helicopter deriva
tives are composed of the rotor derivatives only, since
the fuselage and tail forces and moments are negligible,
and the ?ight path may be considered to be parallel to
the horizon.
However, as noted, the instability of the
on a bob weight arm 6i) passing through the trailing edge
61 of the horizontal tail surface 50 to rigid anchorage on
the spar 58. The bob weight arm is braced against lateral
instability by a divergent brace element 60' between arm
60 and the airfoil 50. The spar 58 also rigidly mounts
a splice ?tting 62 extending through the upper surface of
helicopter increases with increase of forward speed. That
is, the moment instability with angle of attack produced
the stabilizing airfoil 50, and its outer free end moves
by the rotor is greatly increased with speed because con
extension 64 is rigidly anchored to the legs of the strut
in an arc with the spar bob weight and airfoil. A bracket
trol of the helicopter is accomplished through inclination 10 member 54 and to the bracket 56, and mounts a viscous
of the primary lift vector relative to the fuselage. The
gyro stabilizer bar tailored for hovering ?ight control fre
quently must compromise in cruising ?ight. While in
many cases the gyro can effect adequate stabilizing func
damper 65. A rod 66 is pivotally connected to the outer
free end of the splice ?tting 62 and passes through a ten
sion-compression restoring spring 67 and through an aper
ture in the web 57 to pivotal attachment to the free end
tions throughout the ?ight range, according to the pilot’s 15 of the arm 68 of damper 65. The mean angle of attack
preferred settings, it still is a compromise at high speeds
of the airfoil 50 is adjustable by a washer and nut assem
because of the slope of the stabilization gradient. While
bly 70 adjustable along the rod 66.
the slope may be gradual enough in certain cases as to
retain stabilizing capabilities in high speed ?ight, in many
cases this is not adequate, and safety in high speed ?ight
may be jeopardized, and additional stabilizing means must
be provided in conjunction with the gyro stabilizer if sat
The pitch axis of the tail surface 50 is located at the
airfoil quarter chord, which coincides with the aerody
namic center of lift. Mass unbalance of the tail to
create inertia forces is achieved by the use of the bob
weight 52 which moves the tail surface C.G. aft of the
isfactory handling qualities are to be obtained throughout
pitch axis. Neutral position of the tail is established and
all ?ight regimes, In further explanation of the point,
maintained by use of the tension-compression restoring
recognizing that the instability of the helicopter increases 25 spring 67, which statically balances the tail assembly
signi?cantly with forward speed, using a stabilizer the
C.G. moments about the pitch axis. This neutral posi
effect of which is independent of speed, if set for good
tion is also the average angle of incidence required for
handling qualities in hovering, would not be expected in
trimmed normal straight and level ?ight. The damper 65
the usual case to be completely effective in stabilizing the
is incorporated in the system to provide critical damping
helicopter in high forward speed. Relatedly such a sta~ 30 for rapid decay of pitching oscillation, eliminating hunt
bilizer set for good handling qualities in high speed
ing and precluding resonant effects of main rotor vibra-‘
?ight would not be expected to provide good handling
qualities in low speed ?ight and hovering.
It will be clear that when the instant helicopter experi
What is required to supplement and combine with the
ences a vertical acceleration, the tail surface pitches
gyro bar stabilizer set for good handling qualities in hov 35 proportional to the acceleration about the quarter chord,
ering, is an auxiliary stabilizer which is a sensing element
changing angle of attack and lift forces acting upon the
for speed which provides stabilizing inputs functional with
fuselage. The resulting change in trim moment about the
helicopter C.G. produces an opposite vertical acceleration,
To effect optimum stabilization and good handling
which restores the helicopter to its original trim ?ight
qualities and “hands off” ?ying in all (?ight regimes even 40 attitude.
under fairly turbulent conditions, it is sometimes neces
‘It may be noted that excellent bob weight stabilizing
sary to combine the gyro bar, of now proven e?iciency
forces have been obtained where the tail has near critical
in hovering and low speed ?ight, with an auxiliary sta
damping and the natural frequency of the bob weight
bilization system, of now proven e?iciency in varying
surface has been between the frequency of the helicopter
speeds of forward ?ight, having the characteristics of a 45 phugoid and the rotor rotational frequency. These re
speed and acceleration sensing and responding device,
quirements are based on the desirability of elimination of
the feedback of which is into the fuselage as stabilizing
the effects of rotor vibrations as well as the dynamic
forces which afford stabilizing moments about the air
effects of the tail itself. Purely illustratively, excellent
craft C.G. with the fuselage functional as a moment arm.
results have obtained with the tail surface complementing
This invention provides a bob weight actuated tail sta 50 the gyro which has an authority (k1) of the order of 0.1,
bilizer surface as the complement to the gyro stabilizer
of the rotor. It is to be noted that just as, under certain
circumstances, the gyro stabilizer bar can be used alone,
without the bob weight stabilizer, so also under certain
circumstances, the bob weight stabilizer can be used alone 55
without a gyro bar stabilizer, but in general for optimum
stabilization the uni?ed system is preferred.
As will develop from the description of the bob weight
tall, the latter comprises a mass unbalanced tail, ?exibly
mounted to the fuselage.
and a gyro damping factor of between 0.2 and 0.6.
Reference may be made for additional data and de
scription to WADC Technical Report 55-437, for any
principles or details of the invention which may not have
been completely expounded herein.
We claim as our invention:
1. A rotary wing aircraft having a driven lifting rotor
including a blade and a movable element for varying the
effective pitch of the blade, a pilot controlled swash plate,
60 a combining lever pivoted to said swash plate, a connec
tion from said lever to said movable element, a rotatably
to the gyro stabilizer just described, comprises a more
Referring to FIG. 3, the tail stabilizer, complemental
driven gyroscopic stabilizer device having a gyroscopic
or less conventional horizontal tail surface, 56, that is
plane of rotation normally perpendicular to the axis of
?exibly mounted to the tail cone 51 of the helicopter, re
sponsive in angular setting to an inertially responsive sta 65 said rotor, means mounting said device for relative tilt
ing of said plane in response to disturbances of the rotary
bilizing bob weight 52.
wing aircraft, means for damping such tilt and urging
The tail cone 51 of the fuselage supports a depending
said device toward return of said gyroscopic plane to its
generally vertical forward truss structure 53—53, and a
normal perpendicularity, and means for imposing a force
rearwardly sloping inverted V strut member 54, the legs
of which anchor to the forward structure 53—53 in a 70 input to said combining lever from said device functional
pair of spaced spar bearings 55-55. The legs of the
in amplitude to the degree of tilt to actuate said movable
strut member‘ 54 rigidly mount a bracket 56, including
a forwardly and upwardly extending web 57. A spai1~
2. A rotary wing aircraft as in claim 1 in which means
wisely extending spar 58 is journalled in the bearings 55,
are provided to assure constant angular velocity of the
and mounts the airfoil Sit. The bob weight 52 is mounted
gyroscopic stabilizing device, with respect to the torque
input passing through said means, regardless of all disturb
ing influences.
3. A rotary wing aircraft as in claim 1 in which said
movable element, swash plate, combining lever and means
for imposing force comprise a linkage train of predeter
mined ratio establishing a device authority of between
5% and 20%, so as to establish stabilizer control inputs
without material effect on the pilot’s control.
said stabilizing means after such displacement toward a
position in which said plane relatively assumes its normal
perpendicularity to the axis of the support with a prede
termined following time, a combining lever, means for
pivoting said lever on such swash plate, means between
the stabilizing means and said lever for impressing an input
thereon functional in effect with the relative tilt of said
stabilizing means and functional in its phase relation with
the damping coefiicient of said damper means, and a push
4. A rotary wing aircraft as in claim 1 in which the
means for damping has a damping coe?icient by which 10 pull rod pivoted to said combining lever for attachment
to such movable means for controlling the pitch of a
8. A stabilizing attachment as in claim 7 in which said
stabilizing means, combining lever, means between the
5, A rotary wing aircraft as in claim 1, in which the
means for imposing a force input comprises a link pivoted 15 stabilizing means and said lever, and said push-pull rod
comprise a linkage train of predetermined ratio establish
to said device, a pivoted reversing lever is provided to
ing a stabilizing means control authority between 5% and
one end of which said link is pivoted and a push pull rod
20%, so as to establish stabilizer control inputs without
is pivoted to the other end of said reversing lever and to
material effect on the pilot’s control.
said combining lever.
9. A stabilizing attachment as in claim 7 in which the
6. A rotary wing aircraft as in claim 1, in which said 20
means for damping has a damping coef?cient by which
means for damping comprises a viscous damper having
the following-time is established between the device and
an actuating damper arm, connected by a link to said
said rotor with the following-time selected from a range
of between 3 and 12 seconds.
7. A stabilizing attachment for a power driven lifting
rotor of an aircraft having a hub, a plurality of blades 25
References Cited in the ?le of this patent
on the hub, a swash plate, and movable means associated
following-time is established between the device and said
rotor with the following-time selected from a range of
between 3 and 12 seconds.
with the respective blades for varying the effective pitch
of the respective blades, comprising as an article of manu
facture a support for mounting on the top of such hub
having an axis of rotation coincident with the axis of such 30
rotor, a driven gyroscopie stabilizing means mounted on
said support above such rotor and having a gyroscopic
plane of rotation normally perpendicular to said axis of
the support, a universal connection between said support
and said stabilizer means whereby relatively said plane 35
can tilt out of the perpendicular to said support in re
sponse to a displacement of said support, damper means
between the stabilizing means and said support for urging
Soderquist et al. ______ __ Apr. 15, 1941
Young ______________ __ Sept. 11, 1945
Young ______________ __. July 28, 1953
Weick ______________ __ Oct. 13,
Chenery ____________ _._ Mar. 16,
Laufer ______________ __ May 4,
Lightfoot ___________ __ Sept. 14,
Kelley ______________ __ Apr. 24, 1956
White _______________ __ May 1, 1956
Sissingh et a1 _________ __ Mar. 25, 1958
Stutz ________________ __ June 21, 1960
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