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The AS355 - The Rear Structure

The Rear Structure

The rear structure consists of three frames connected by

beams. The rear and forward frame support the engine. The tail boom is bolted to junction frame no. three.

( Not to be confused with the rear frame )

The AS355 - The Rear Structure

The AS355 - The Tail Boom

The Tail Boom

Circular frames covered by an outer skin.

Sheet metal stiffeners provide rigidity .

The horizontal stabilizer is attached between two reinforced frames.

The AS355 - The Tail Unit

1. The horizontal stabilizer 2. The upper vertical fin

3. The lower vertical fin

The horizontal stabilizer is asymmetrical & set at a -2.5 degree pitch angle. The upper fin is also asymmetrical & helps to offset torque reaction in cruise The lower fin is symmetrical and helps to stabilize the yaw axis

The AS355 - The Horizontal Stabilizer

The horizontal stabilizer slides through the opening in the tail boom and is fixed to the mounting points by two bolts.

The step, located on the left side only, serves to increase the angle of attack on the left horizontal airfoil . By producing more lift, and drag, this airfoil helps to bring the left skid down during cruise flight.

The AS355 - The Tail Boom

The Tail Boom Fence

During hover conditions, reduces the tail rotor workload by 5% (sea level conditions)

The AS355 - The Tail Boom Fence

Main rotor airflow tends to come at the tail boom from the left

The airflow accelerates along the right hand side with causes a negative pressure of approximately 1 millibar per cubic centimeter squared
The addition of the fence causes the airflow to stall. Because the airflow is stalled, the pressure on the right side is equal to ambient pressure.

The AS355 - The Vertical Fins

The AS355 - Ground Resonance

Ground Resonance

The AS355 - Ground Resonance

A sympathetic vibration between the main rotor and the landing gear during light ground contact flight conditions that grows in amplitude.
the naturally occurring wobble in the main rotor is

transmitted to the airframe.

When the airframe touches the ground, the airframe bounces of

the ground at the same frequency as the main rotor.

The energy from the main rotor combines with the energy from the

ground bounce and the total energy increases with each rotation. (in other words, the amplitude increases)

The AS355 - Ground Resonance The prevention of ground resonance requires that the manufacturer;

Prevents the airframe from wobbling and bouncing on the ground at

the same frequency as the main rotor,

and the energy that is transmitted from the ground bouncing landing

gear be absorbed before it reaches the main rotor.

The AS355 - Ground Resonance

The AS350 achieves the required results by the use of

The flexible steel strip which prevents the airframe from bouncing on

the ground at the same frequency as the main rotor,

and the shock absorber which absorbs the energy that can be

transmitted to the main rotor.

The AS355 - The Landing Gear

The Landing Gear

The AS355 - The Landing Gear The landing gear supports the aircraft, protects the structure on landing, and dampens the vibrations on the ground when the rotor is turning.

The AS355 - The Landing Gear

The landing gear is attached to the bottom structure and on the body structure bulkhead by the use of clamps. Sandwiched between the clamps are upper & lower elastomer linings.

The AS355 - The Shock Absorbers The forward shock absorber is mounted to the 15 degree forward bulkhead.

During landing, or take-off, and when the gear is in light ground contact, the shock absorber prevents the energy created by ground bouncing from reaching the rotor head. The average movement that is absorbed by the shock absorber, when light on the skids, is about 1 to 2 millimeters.
This is about 550 daN .

The AS355 - The Shock Absorbers

The dampening rate is the main feature of the shock. When the load is under 500 daN, The piston travel is + or - 2 mm. The speed of the piston is approximately 35 mm per second The frequency is 3.1 Hz.

The AS355 - The Shock Absorbers When the load is less than 550 daN, dampening is obtained by fluid restriction through the normal restriction orifice (No. 14).

When the load is greater than 550 daN, the over pressure flexible washers ( No. 12 & 13) bend away & greatly increase the passage of fluid volume.

The AS355 - Anti Vibration Devices

Anti-Vibration Devices

The AS355 - Anti Vibration Devices There will always be vibrations created by the rotor head in flight. These vibrations will invariably be transmitted to the airframe and cabin. Therefore, because the vibrations cant be eliminated some way of attenuating the vibration must be developed. The AS355 attenuates cabin vibrations through the use of a resonator that is fixed to the bottom structure underneath the cabin floor.

The AS355 - Anti Vibration Devices The natural frequency of the vibration depends upon the weight and elasticity of the system. Vibration can be described as a sort of compression/expansion at a constant rate. The manufacturer , knowing the natural vibration frequency of the cabin, can use a resonator to cancel the cabin vibration

The AS355 - Anti Vibration Devices A resonator could be described as a weight that does the shaking for the component you dont want to shake. By attaching a weight of the right elasticity and mass, the vibrations can pass through the cabin without actually shaking the cabin. The resonator is constructed with materials that provide for the correct elasticity and mass and will vibrate at the same frequency of the rotor.

The AS355 - The Cabin Resonators

The upper illustration shows the vertical vibration without resonators

The cabin resonators are attached under the forward seats. The effect of the resonator, which is harmonized with the rotor frequency, is to cancel vibrations at the attachment point.

The AS355 - The Rotor Head Anti-Vibrator Instead of allowing excitation loads to pass through anything, this resonator acts directly on the source of the vibration. The weight is held to its position by three springs. The ball joint that supports the weight also guides the weight in the horizontal plane. The weight responds to vibrations and excitations by direct opposition. In this way, the vibrations are absorbed.


The AS355 - Rotor Head

Three flexible arms form the rotorheads basic component & allow the flapping action of the blade to occur.

The AS355 - Rotor Head

The AS355 - Rotor Head

Distortion of the spherical thrust bearing allows the sleeve to flap with the flexible arm.

The AS355 - Rotor Head All of the centrifugal & torsion forces are transmitted to the head by the sleeves.

The Spherical

Thrust Bearings & the Frequency Adapters provide

the flexible links for these forces.

The AS355 - Rotor Head

All of the rotational forces caused by a pitch change occur through the spherical bearings.
The flexible arm does NOT rotate on the pitch axis

The AS355 - Rotor Head The Frequency Adapters & the Spherical Thrust Bearing absorb lead\lag forces by distortion.

The AS355 - Rotor Head

The Spherical Thrust Bearing Absorbs centrifugal loads Flapping distortions Lead\lag distortions Pitch change distortions

The AS355 - Rotor Head

If the spherical bearing malfunctioned and the normal distortions it undergoes were not to happen, the flight safety of the aircraft would be seriously compromised





The AS355- The Fuel System

If the filter continues to clog, the bypass valve will open. This occurs when the differential pressure is 350 millibars (+ or - 50 millibars)