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Stupid questions about Naval Aviation (Pt 2)
- Thread starter mo7stanley
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aalleman
Banned
A Typical Day
I've got a question for you that i'm sure you hear often, but please continue reading and please do not ban me.
After reading on BaseOps.Net, an Air Force forum, I have ascertained that most of those guys despise all aspects of their job besides the flying itself. They make it seem as if they spend 12-14 hours a day, 7 days a week, doing menial work for unruly leadership in an office. Is this the case in the Navy?
What does a typical day of a Naval Aviator on shore duty at a NAS consist of?
I've got a question for you that i'm sure you hear often, but please continue reading and please do not ban me.
After reading on BaseOps.Net, an Air Force forum, I have ascertained that most of those guys despise all aspects of their job besides the flying itself. They make it seem as if they spend 12-14 hours a day, 7 days a week, doing menial work for unruly leadership in an office. Is this the case in the Navy?
What does a typical day of a Naval Aviator on shore duty at a NAS consist of?
Random8145
Registered User
Why Did the Huey Have Only Two Rotor Blades?
So this is just something I was pondering, but I remember reading some time ago how the Marine Corps was getting a new version of the Huey helicopter, one with a four-bladed rotor, and my question is, why didn't they just give it a four-bladed, or three-bladed rotor, from the very beginning, all the way back to the Vietnam era? Wouldn't three or four blades for the rotor have allowed it to fly more agile, and carry heavier payloads, etc...why only equip a two-bladed rotor?
So this is just something I was pondering, but I remember reading some time ago how the Marine Corps was getting a new version of the Huey helicopter, one with a four-bladed rotor, and my question is, why didn't they just give it a four-bladed, or three-bladed rotor, from the very beginning, all the way back to the Vietnam era? Wouldn't three or four blades for the rotor have allowed it to fly more agile, and carry heavier payloads, etc...why only equip a two-bladed rotor?
MasterBates
Well-Known Member
Two bladed head is much simpler mechanically. No need for dampers, and only one hinge. 3 or more blades need hinges to flap, and to adjust lead-lag.
Two bladed heads are also compact on the boat. 3 or more requires more complex folding mechanisms.
Also, look at the total blade area. 3 blades can't neccesscarily support more weight than 2, there is a lot of aero voodoo that goes into it, but also the "wing area' has to be taken into account.
Main reason, the Huey was one of the first turbine helos, it was made for the Army, and was made to be cheap, simple, and easy to maintain. It also worked well for the Marines in its original form, and making massive airframe design changes is pricey. Look at how much money the Marines have spent on the 4 bladers. Might have been cheaper to go new, but they like the Bells.
Two bladed heads are also compact on the boat. 3 or more requires more complex folding mechanisms.
Also, look at the total blade area. 3 blades can't neccesscarily support more weight than 2, there is a lot of aero voodoo that goes into it, but also the "wing area' has to be taken into account.
Main reason, the Huey was one of the first turbine helos, it was made for the Army, and was made to be cheap, simple, and easy to maintain. It also worked well for the Marines in its original form, and making massive airframe design changes is pricey. Look at how much money the Marines have spent on the 4 bladers. Might have been cheaper to go new, but they like the Bells.
That is a much more complicated thing that you think. There is a tremendous amount of engineering in the rotor hub. Its not just as easy as bolting on two more blades on the top. 1960s engineering did not allow for complicated rotor hubs. 1990s technology does to a better extent. There is still much to learn though.
Go to page 26 here to learn more: Put your propeller beanie on first though.
https://www.cnatra.navy.mil/pubs/folder5/TH57/P-401.pdf
Go to page 26 here to learn more: Put your propeller beanie on first though.
https://www.cnatra.navy.mil/pubs/folder5/TH57/P-401.pdf
Collateral duties are just a part of the job. So is incessantly bitching about pretty much everything, even many aspects of the coveted flying itself. Just because Top Gun doesn't show Mav doing paperwork doesn't mean there wasn't any to be done and you can bet your ass that he and Goose spent countless hours in the ready room or ward room talking about how fooked up the squadron/group/wing/service is.
No such thing as a typical day. Routine varies directly with airframe, location, operations, maintenance, etc...
Random8145
Registered User
Wow, thanks for the response guys 
I can see why the early helicopter pioneers struggled so much with figuring out how to engineer the aircraft properly!
I can see why the early helicopter pioneers struggled so much with figuring out how to engineer the aircraft properly!
Teetering rotor heads are still common on Robinson helos due to their light weight. An articulating rotor puts a lot of bending stress on the mast/head. As a result of the increased forces, weight goes up. Look at the mast/head of a Huey, then look at a TH-57. They are very tiny compared to gross weight of the aircraft they support. Then look at what's on a 60.
This is what we did @ NAS CUBI during a "typical day" on the beach -- CUBI BOQ pool:
The guy taking dirty pictures made O-5 and flew 747 Captain, so we must have been doin' somethin' right.
Oh, and we might ban you anyway -- just for practice, as the MOD Squad likes to keep their hand in and keep those banninating "skills" up. I'm sure you'll understand.
FYI -- when making an example we usually pick guys who previously asked not to be banned .... Joseph123 ???
phrogpilot73
Well-Known Member
I believe there are only a handful of Navy Pilots, and they work with SpecWar. Not nearly as common as Marine FACs.
Ahem, there are just as many (if not more) WSOs and ECMOs in the NSW Air Liaison Officer role.
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