FHS, the new research helicopter: Ready for service

Kaletka, Jürgen; Kurscheid, Hermann; Butter, U.

doi:10.1016/j.ast.2005.02.003

Cited by 34 publications

(28 citation statements)

References 1 publication

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“…2) is based on a Eurocopter EC135, which is a light, twin-engine helicopter with bearingless main rotor and fenestron. The mechanical controls were replaced by a full-authority fly-by-wire/fly-by-light primary flight control system [19]. The aircraft was designed and devel-oped jointly by Airbus Helicopters Germany (AHD), Liebherr Aerospace Lindenberg (LLI), the German Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw), and DLR.…”

Section: Act/fhs Research Helicoptermentioning

confidence: 99%

Results of the pilot assistance system “Assisted Low-Level Flight and Landing on Unprepared Landing Sites” obtained with the ACT/FHS research rotorcraft

Greiser¹,

Lantzsch²,

Wolfram³

et al. 2015

Aerospace Science and Technology

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Section: Act/fhs Research Helicoptermentioning

confidence: 99%

Results of the pilot assistance system “Assisted Low-Level Flight and Landing on Unprepared Landing Sites” obtained with the ACT/FHS research rotorcraft

Greiser¹,

Lantzsch²,

Wolfram³

et al. 2015

Aerospace Science and Technology

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“…The microphones are numbered 1-8 and shown by the circular markers. The landing points are indicated by the square markers with the labels H0 and H [1][2][3][4][5][6][7][8]-E. Microphones 5 and 6 were connected to the same measurement suitcase, and microphones 7 and 8 were also connected to one measurement suitcase.…”

Section: Acoustics Equipment Microphone Layout and Landing Pointsmentioning

confidence: 99%

Segmentwise Measurement of Helicopter Approach Noise with a Reduced Microphone Setup

Olsman¹,

Schuchardt²

2015

j am helicopter soc

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To measure the noise footprint of a helicopter approach procedure, microphones are usually distributed over a large area. In this paper, however, a method is utilized where the measurement of the noise footprint is conducted in parts by distributing the microphones over a limited area and executing the same approach procedure, while the position of the landing point is shifted. The flight tests are conducted with the EC135-ACT/FHS helicopter. Guidance to the pilots is provided by use of a "tunnel-in-the-sky" head down pilot display. Since the same flight procedure is executed multiple times, it is possible to conduct a statistical analysis on the accuracy and reproducibility of the approach procedure in terms of position, velocity, and generated noise. This statistical analysis shows that the geometric accuracy is on the order of 6 m in the horizontal plane and 12 m in the vertical plane. The variations in the measured sound exposure level from one approach to another are on the order of 3-7.5 dB(A). The approach procedure is also executed with excessive cyclic pilot control inputs to identify an upper limit of the extra noise generated by unsteady flight. However, these approaches are indistinguishable, in terms of the sound exposure level or sound pressure level, from the approaches with normal pilot control inputs.

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“…[166][167][168]. These research facilities can be utilized to develop the new metrics, criteria, and tolerances and so demonstrate the technologies needed to confer the new handling standards.…”

Section: The Future Challenges For Handling Qualities Engineeringmentioning

confidence: 99%

Rotorcraft Handling Qualities Engineering: Managing the Tension between Safety and Performance 32nd Alexander A. Nikolsky Honorary Lecture

Padfield¹

2013

j am helicopter soc

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In this Nikolsky paper, I look back nearly 70 years and highlight particular events that reflect the continual growth of the handling qualities discipline. This growth has brought us to a point where designers have, within their grasp, the performance standards, the criteria and test techniques, the understanding of rotorcraft aeromechanics and control, and the design tools, to ensure that handling deficiencies never again have to define the boundary of the operational flight envelope. This point is considered very important in the evolution of the discipline and the associated flight control technologies. The pilot is a vital component in the rotorcraft system; a nearly perfectly functioning component normally, but one that can be stressed, fatigued, or overloaded, particularly when dealing with the consequences of handing qualities deficiencies, and when managing high tension between flight performance and safety. It is argued that this tension is more manageable when an aircraft has good handling qualities, throughout all missions, including flight in degraded environments and hazardous operations. This paper tells the story of how our industry has arrived at this point, how the standards and the enabling technologies have developed, spurred by user needs, and enabled by research. The paper also looks forward, highlighting how we need to strive for super-Level 1 handling qualities, a state where pilot errors, in any shape or form attributable to deficient flight characteristics, are things of the past.

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FHS, the new research helicopter: Ready for service

Cited by 34 publications

References 1 publication

Results of the pilot assistance system “Assisted Low-Level Flight and Landing on Unprepared Landing Sites” obtained with the ACT/FHS research rotorcraft

Results of the pilot assistance system “Assisted Low-Level Flight and Landing on Unprepared Landing Sites” obtained with the ACT/FHS research rotorcraft

Segmentwise Measurement of Helicopter Approach Noise with a Reduced Microphone Setup

Rotorcraft Handling Qualities Engineering: Managing the Tension between Safety and Performance 32nd Alexander A. Nikolsky Honorary Lecture

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