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About Us / Mechanics

Due to the complexity of helicopter design, high quality and reliable components must be used to build this type of aircraft. When selecting these components, many factors need to be taking into account. For example, resistance to fatigue in response to repeated stress, frequency response to vibrations, and compatibility as relates to the stresses they are subjected to. Stefano and Mario conducted a variety of studies and subsequent testing. They used processing techniques, such as numerical control machines and water-jet cutting to achieve tolerance levels to one hundredth of a millimeter. They managed this without stressing the materials, which can result in residual stress and compromise the system. To date, Helicampro stays consistent with this practice and only subjects their UAVs to 5 flight hours to exclude events of component infant mortality before delivery.

The carbon/fiberglass blades installed on the Helicampro are custom made to meet helicampro specifications. They are statically and dynamically balanced to minimize vibrations. However, the helicopter rotor is the main source of vibrations regardless of the type of drive. For this reason, the rotor heads are dynamically balanced, with two or four blades, made of aluminum and steel or aluminum and fiberglass. In addition, the blades are oversized compared to the loads they are subjected to, for more stability. Additionally, the Helicampro’s steel rotor shaft is rectified and balanced to minimize further vibrations.

The swash plate has four points in an X configuration (four servo-controls at the four corners) which ensures a symmetrical distribution of loads and increases robustness, as compared to other configurations. This design also governs the helicopter in case one of the servo-controls fails. The chassis (frame) is made of avional, an aluminum alloy typically used in aviation due to its light weight, resistance, tenacity, and low vulnerability to environmental factors.

Water cutting is used to limit micro-cracks that can weaken points in the structure, giving rise to dislocations in the material’s microstructure. In addition, the drive to the tail rotor is provided via a balanced stainless steel shaft to ensure the best synchrony with the main rotor. This shaft is connected to the ends by torsional coupling grafted onto angular points in a high performance lubricant bath. The tail boom is made of carbon prepreg which ensures high levels of flexural rigidity to reduce the amount of oscillations. Carbon prepreg helps avoid axial rotation because it is extremely straight. This limits problems for the tail rotor driveshaft motion, which is the second most important cause for vibrations. Carbon prepreg is also extremely light, keeping the overall weight of the aircraft to a minimum. To even further reduce vibrations and transmitted shocks, the main transmission is provided by a belt. This belt also prolongs the system’s life span and reduces the risk of sudden and unexpected breakages.
13th – 17th June, 2016 – Eurosatory, Paris
March 2016 - ITEA3 label boosts certification project
January 2016 - Prestigious memberships
May 2015 - The whole fleet is now approved