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tailrotors.html
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tailrotors.html
This next photo (below) shows a tractor tail rotor design (Sikorsky UH-60). Note that in this case the tail
rotor is canted relative to the vertical fin. This provides a small vertical component of thrust to allow for
a larger center of gravity envelope, and without much loss of side force.
Note also that each of the tail rotors shown above turns in the 'preferred' direction, which means that the
upper blade moves away from the main rotor. This provides the best compromise in terms of maintaining
an overall aerodynamic environment that provides maximum thrust.
The next example (below) is from a AH-64 Apache. Note the interesting 'non-orthogonal' blade design.
The design consists of two teetering rotors, that are mounted one over the other. Mechanical
considerations determined the non-orthogonal alignment of the two rotors, although some acoustic
benefits are realized as well.
This example (below) shows the bearingless design used on the UH-60. There are no mechanical flap
hinges or feathering bearings. The 'spider' assembly allows for collective pitch changes. Look carefully to
see the 'pitch-flap' coupling or 'delta-3', which is a kinematic coupling between flapping and pitching, and
minimizes blade flapping in response to the changing aerodynamic loads.
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The simplicity of this tail rotor design (BK-117) is readily apparent.It is a teetering rotor assembly, which
provides the lightest form of tail rotor design. Note that 'delta-3' pitch/flap coupling is introduced into a
teetering rotor assembly by orienting the flapping (teeter) axis at an angle (in this case 45-degrees) to the
blade axis.
Alternative anti-torque devices are also in wide-spread use. An alternative to the traditional tail rotor is a
fenestron or fan-in-fin or fantail design. The fenestron is used on a number of helicopters, including the
Eurocopter Dolphin (see below). The performance benefits realised from a fenestron allows for a smaller
and lighter design to meet the same anti-torque requirements.
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