Trans RINA, Vol 157, Part C1, Intl J Marine Design, Jan –Dec 2015
has been especially designed to distribute the weight evenly over the back of the animal. It can be customized and adjusted based on the size of the horse and preference of the rider. The forward flaps are pronounced and the paddled flaps are perforated. Aside from the carbon and titanium tree, the stirrup bars are also made of titanium. The seat is made of either calfskin or bullcalf, with the panels and padded flaps from calfskin, while the flaps are made of cowhide. There is an option between two, four or no blocks. The Hermes Talaris saddle with a price tag
of $10,000, symbolises the synthesis of
technical innovation within bespoke luxury, and will be the main inspiration for the interior design.[10] It has a design meaning which combines traditional craftsmanship with technical innovation and advanced materials, as it has a carbon and titanium structure making it
lighter than traditional saddles. However a
luxury helicopter has to have a certain level of comfort, therefore the seats within the interior will have a tense yet comfortable aesthetic. They will still engage with the lightweight theme through the use of carbon fibre for the structural shell of the seat, but combine this with soft upholstery leather.
3.3 TECHNOLOGY INNOVATION 3.3(a)
Rotors
One of the problems with any single set of rotor blades is the torque exerted on the helicopter fuselage in the direction opposite to the rotor blades. This torque causes the fuselage to rotate in the direction opposite to the rotor blades. In single
rotor helicopters, the tail rotor
counteracts the main rotor torque and controls the fuselage rotation. Coaxial rotors solve the problem of main rotor torque by turning each set of
rotors in
opposite directions. The opposite torques from the rotors cancel each other out. Rotational manoeuvring control is accomplished by increasing the collective pitch of one rotor and decreasing the collective pitch on the other. This causes a controlled dissymmetry of torque. [11]
Another benefit arising from a coaxial design includes increased payload for the same engine power; a tail rotor typically wastes some of the available engine power that would be fully devoted to lift and thrust with a coaxial design. Reduced noise is a second advantage of the configuration;
some of the loud "slapping" noise
associated with conventional helicopters arises from interaction between the airflows from the main and tail rotors, which in some designs can be severe. Also, helicopters using coaxial rotors tend to be more compact (with a smaller footprint on the ground), though at the price of increased height, and consequently have uses in areas where space is at a premium. Several Kamov designs are
used in naval roles, being capable of
operating from confined spaces on the decks of ships. Such as the Kamov KA-27 Helix shown in Figure 11. Another benefit is increased safety on the ground; the absence of a tail rotor eliminates the major source of
Figure 11: Kamov KA-27 Helix [11] The Federal
identified the helicopter has to address:
Settling with power — Reduced Retreating blade stall — Reduced Medium frequency vibrations — Reduced High frequency vibrations — None Anti torque system failure in forward flight — Eliminated
Anti torque system failure while hovering — Eliminated
The unique coaxial rotor design either reduces or
completely eliminates these hazards, as indicted above. Emphasizing the safety of coaxial rotor design.
3.3 (b) Opposed-Piston Opposed-Cylinder Diesel Engine
There is a practical limit to piston speed, above which engine performance begins to suffer from things such as increasing friction. Piston speed is related to the distance the piston must travel. In an opposed piston engine, each piston travels about half the distance of a piston in a conventional engine, and travels at about half the speed. It is desirable to design an engine to operate near the piston speed limit. So, when an opposed piston engine is designed with the same piston speed as a conventional engine of the same specified power, the size of the engine displacement can be dramatically reduced. By orienting two identical cylinders, each containing two opposed pistons, symmetrically around a central crank shaft, the forces generated during engine operation are almost entirely balanced. One result of this opposed cylinder architecture is very low bearing loads, which leads to less friction when compared to conventional engines that do not run in such a balanced fashion. The
C-36 © 2015: The Royal Institution of Naval Architects
injuries and fatalities to ground crews and bystanders. [11]
Aviation Administration (FAA) [12] following hazards that a single
rotor
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