直升機飛行手冊 Helicopter Flying Handbook

時間：2014-11-09 12:30來源：FAA 作者：直升機翻譯 點擊：次

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On reciprocating and single-shaft turbine engines, a clutch is required to enable engine start. Air, or windmilling starts, are not possible. The two main types of clutches are the centrifugal clutch and the idler or manual clutch.
How the clutch engages the main rotor system during engine start differs between helicopter design. Piston powered helicopters have a means of engaging the clutch manually just as a manual clutch in an automobile. This may be by means of an electric motor that positions a pulley when the engine is at the proper operating condition (oil temperature and pressure in the appropriate range), but it is controlled by a cockpit mounted switch.
Belt Drive Clutch
Some helicopters utilize a belt drive to transmit power from the engine to the transmission. A belt drive consists of a lower pulley attached to the engine, an upper pulley attached to the transmission input shaft, a belt or a set of V-belts, and some means of applying tension to the belts. The belts fit loosely over the upper and lower pulley when there is no tension on the belts. [Figure 4-19]
Some aircraft utilize a clutch for starting. This allows the engine to be started without requiring power to turn the transmission. One advantage this concept has is that without a load on the engine starting may be accomplished with minimal throttle application. However, caution should also be used during starting, since rapid or large throttle inputs may cause overspeeds.
Once the engine is running, tension on the belts is gradually increased. When the rotor and engine tachometer needles are superimposed, the rotor and the engine are synchronized, and the clutch is then fully engaged. Advantages of this system
Figure 4-19.Idler or manual clutch.
include vibration isolation, simple maintenance, and the ability to start and warm up the engine without engaging the rotor. When the clutch is not engaged, engines are very easy
to overspeed, resulting in costly inspections and maintenance. Power, or throttle control, is very important in this phase of engine operation.
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Centrifugal Clutch
The centrifugal clutch is made up of an inner assembly and an outer drum. The inner assembly, which is connected to the engine driveshaft, consists of shoes lined with material similar to automotive brake linings. At low engine speeds, springs hold the shoes in, so there is no contact with the outer drum, which is attached to the transmission input shaft. As engine speed increases, centrifugal force causes the clutch shoes to move outward and begin sliding against the outer drum. The transmission input shaft begins to rotate, causing the rotor to turn slowly at first, but increasing as the friction increases between the clutch shoes and transmission drum. As rotor speed increases, the rotor tachometer needle shows an increase by moving toward the engine tachometer needle. When the two needles are superimposed, the engine and the rotor are synchronized, indicating the clutch is fully engaged and there is no further slippage of the clutch shoes.
The turbine engine engages the clutch through centrifugal force, as stated above. Unless a rotor brake is used to separate the automatic engagement of the main driveshaft and subsequently the main rotor, the drive shaft turns at the same time as the engine and the inner drum of the freewheeling unit engages gradually to turn the main rotor system.
Fuel Systems
The fuel system in a helicopter is made up of two groups of components: the fuel supply system and the engine fuel control system.
Fuel Supply System
The supply system consists of a fuel tank or tanks, fuel quantity gauges, a shut-off valve, fuel filter, a fuel line to the engine, and possibly a primer and fuel pumps. [Figure 4-20] The fuel tanks are usually mounted to the airframe as close as possible to the CG. This way, as fuel is burned off, there is a negligible effect on the CG. A drain valve located on the bottom of the fuel tank allows the pilot to drain water and sediment that may have collected in the tank. A fuel vent prevents the formation of a vacuum in the tank, and an overflow drain allows fuel to expand without rupturing the tank.

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