Rotorshaft Torquemeter

Robert B. Bossier, Jr.

Chief of Mechanical Systems Research
Kaman Aerospace Corporation
Bloomfield, Connecticut

PRESENTED AT THE 35th ANNUAL NATIONAL FORUM

OF THE
AMERICAN HELICOPTER SOCIETY
WASHINGTON, D.C.
MAY 38ve

ALL PUBLISHING RIGHTB RE8ERVEO SY THE

AMERICAN HELICOPTER SOCIETY
1325 18th BTREET, N.W.
WASHINGTON, O.C. 20038

PREPRIHT HO.
 Rotorshaft Torquemeter
Robert B. Bossier, Jr.
Chief of Hechanical
Kaman Aerospace
Bloomfield.
Abstract
the performance benefits
This paper discusses
and limitations
of a rotorshaft torquemeter, sur-
veys some methods of measuring rotorshaft torque
and presents some thoughts on using the rotorshaft
torque measurement. The performance benefits
follow from removing the power penalty imposed by
using engine torque measurement to limit rotor
torque. Engine torque measurement provides no in-
formation on power diversion to accessories or the
tail rotor. greatest performance benefits
The
occur during high-power high-gross-weight hover
situations, such as pickup and delivery of heavy
sling loads. Four currently-used methods of torque
measurement in helicopters are reviewed including
hydraulic pressure, toothed wheel phase displace-
ment, material property change and telemetered
strain gage systems. The pilots' workload and
skill requirement can be reduced by using a rotor-
shaft torquemeter to produce an audible warning
signal, to provide maximum continuous power to the
rotor, to accumulate torque/time events and to
limit the maximum torque that can be applied.
Introduction
A precise rotorshaft torquemeter would confer
significant benefits on the many new helicopter
designs now appearing, especially as growth ver-
sions are developed. Transmission endurance
strength is underused by current practice. This
underuse imposes an unnecessary penalty on perfor-
mance. Transmission endurance strength must be
sufficient to survive the highest applied load.
The highest applied load occurs when all power
flows to the main rotor, i.e. , no power is diverted
to accessories or the tail rotor. This is the
operating condition which determines the transmis-
sion required endurance strength.
Present practice uses cockpit indications of
engine output torque to keep the applied load less
than some function of transmission strength.
Engine torque measurement provides no information
on power diversion to accessories and the tail
rotor. Therefore, to prevent overtorque, the
engine torque limit is set by the operating condi-
tion where all power flows to the main rotor. With
an engine torquemeter, it is essential that all
power flowing to the rotor be the operating condi-
tion used to limit transmission endurance strength.
Obviously, a penalty on allowable power occurs dur-
ing operating conditions where all power does not
flow to the main rotor. Some pilots have been
resented at the 3 th nual Nationa Forum of the
American Helicopter Society, Hay 1979.
79-38-1
Systems Research
Corporation
Connecticut
taught to observe different torque limits for dif-
ferent flight conditions, an added skill require-
ment open to missuse and far from precise. A pre-
cise r otorshaft torquemeter added to cockpit
instrumentation would remove the necessity of a
power penalty and the ski!1 requirement, while
still preserving the rotor torque limit for which
the transmission was qualified.
In addition, the transmission endurance
strength limit may become the limiting boundary
when the gross weight and engine power of an exist-
ing helicopter are increased to provide increased
performance. The transmission endurance strength
limit required by current practice could be
removed by a rotorshaft torquemeter.
Performance Benefits and Limitations
The effect of a rotorshaft torquemeter is
illustrated schematically in Figures 1, 2 and 3.
Figure 1 shows the effect of increased installed
power on an existing helicopter. Helicopter gross
weight is set by the maximum power requirement,
hover out of ground effect (Hover OGE), in this
case plotted against outside air temperature (OAT).
In Figure 1(A!, a helicopter as designed is seen
to be power limited. The engine power limits are
set by engine temperature and governed gas genera-
tor speed. Figure 1(8) shows the effect of in-
creased installed power, the usual growth situa-
tion. In this example, the structure limit is
larger than the transmission limit. The structure
limit can be set by a rotor limit or a landing
gear limit or even a tail rotor drive system limit.
The transmission limit, then, determines the maxi-
mum gross weight of the helicopter in Figure 1(8).
Rotor power based on a rotorshaft torque limit
will be greater than rotor power based on engine
output torque by the amount diverted to accessor-
ies and the tail rotor, as noted previously. Dur-
ing hover out of ground effect, a power penalty of
approximately 15% will be caused by using the
engine torquemeter as the power limiting measure-
ment. The 15% power penalty includes the tail
rotor, gear efficiency losses, accessories and
margin for error in the engine torquemeter reading.
Removal of the 15% power penalty could allow a
gross weight increase of approximately the same
amount, 15% for the case illustrated in Figure 1(B).
The increased gross weight i!
lustrated fn Figure
l(8) is translated into payload or range in Figure
2. If all the increase in allowable gross weight
(15%) were used to increase a payload of 25% of
gross weight, the payload increase would be 60%.
An alternate use would be to convert the increased
gross weight into increased range, as shown on
Figures 2(8). In this case, the desirability of a
rotorshaft torquemeter is obvious.
 BTRUcnmE LHHT
Finally. Figure 3 shows the effect of a rotor-
shaft torquemeter on any helicopter. V will
increase only slightly because the power diverted
INTER
TRANNHBBIDN TwWE to the tail rotor is greatly reduced from the hover
OSE
LIMIT
case and because the power required to overcome
GROSS parasite drag of the helicopter will increase with
IHIGHT
3
V .
PINER LHHT
The increased power made available will be
balanced by the drag resulting from a small in-
crease in velocity. The percent increase in rate
of climb will be substantially larger than the per-
DAT
centage of total power made available by a rotor-
(A) MELIWPTER AS DESMHEO
shaft torquemeter. The percent increase in rate of
climb with a rotorshaft torquemeter will be approxi-
mately the same as the percent increase in power
PWIER LIMIT STRUCTURE LINIS
available for climb, i. e. , the percent increase in
the power not required for forward flight. If 15%
ROTOR TORNIE LHHT
SEY SY INTOR TON)DE
of total power is made available for climb with a
NEASURNIENT rotorshaft torquemeter, the increase in rate of
INFER
OGE
climb might be 20% to 30%. The increase in rate of
NIOSS BONER TO TAIL ROTOR
climb means an increase in agility, which would be
IKIGUT LOSSES, ACCESSWIES, beneficial in a combat situation. Also, the in-
ENWR
crease in rate of climb could be important for meet-
ing a performance specification. Note that the
ROTOR TWWE LDIIT service ceiling is power limited and will not
SET SY ENGINE TOROUE
NEASURENENT
change.
PWER LIMIT
DAT

(S) BROUTH HELICOPTER WTOR TOROUE LINIT SET SY

I
ENGIHE TONNE NEASURNIENT

Figure 1. Effect of increased installed power on ALTITUDE ROTOR TWWE LIMIT SET BY
ROTOR TORDUE MEASUREMENT
an existing helicopter.

INTOR TONGUEUNIT SET SY V~. TAS

ROTW TOROUE HEAWRENENT

PAYLCAD
puls
RIEL
WTOR TOROUE L (NIT
SET SY ENGIHE TWOUE
HEASUREHENT
~ SERVICE CEILDIG

ROTOR TOAWE LIHIT SET BY

ENGINE TONGUE HEASUREHENT
PNIER LIHIT ALTITUDE

R0TQR TDROUE LNRT BET GY

ADTDR TUADUE %ABURNIENT

OAT

(A) PINER LIHIT

ASTOR TOROUE LIMIT SET SY

RATE OF CLIMB
WTOR TOROUE IHASUAEHEHT

Figure 3. Effect of a rotorshaft torquemeter on

INTOR TORDUE LINIT SET SY any helicopter.
ENGINE TOROUE MEASUREMENT
PAYLOW
It would appear that the greatest potential
usefulness of the rotorshaft torquemeter occurs
duringhigh-power high-gross-weight hover situa-
tions,such as pick up and deposit of heavy sling
loads at low temperatures and altitudes. As a real
(S) world example, consider the ability to hover out of
:ground effect of the CH-53A' and the CH-530', shown
,

Figure 2. Effect of increased gross weight on pay- on Figure 4. Consider the CH-53A at 4000 feet
load and range, no structure limit. pressure altitude and O' Celsius. The gross weight

79-38-2
 is limited to 38, 000 lbs. The power limit curve H draulic Pressure
for the CH-53D illustrates the effect of increased
insta'fled power. Following an increase in install- The T53 Gas Turbine Engine Torquemeter'is used
ed power, the gross weight of the CH-53A could be as an example of measuring torque via an hydraulic
increased to the transmission limit, slightly over system. Thousands are in use in the UH-I/AH-I
39,000 lbs. With a rotorshaft torquemeter, the helicopters. The torquemeter is illustrated in
gross weight of the CH-53A could be increased to Figure 5. The torquemeter is a hydro-mechanical
the new power limit, 41,000 lbs. , assuming the torque measuring device located in the reduction
rotorshaft torquemeter would allow an 8X increase gearing section of the inlet housing. The torque-
in rotor torque. Thus, the CH-53A gross weight at Gmter uses lubricating oil, but is not part of the
4000 feet pressure altitude and O' Celsius could lubrication system. It consists of a stationary
be increased approximately 3000 lbs. by an increase plate, a movable plate attached to the planet gear
in installed power plus a rotorshaft torquemeter. carrier, and steel balls positioned in conical
No increase in transmission rating would be re- pockets located in both plates. Torque transmis-
quired. Next consider the situation if the struc- sion through the planetary gears causes the
tural limit of 42, 000 lbs. were set by the landing carrier-mounted plate to rotate slightly. The
gear, for instance. It might be found at a lower torquemeter balls are displaced from their indivi-
altitude that the maximum gross weight with a sling dual pockets, forcing the rear torquemeter plate
load could be raised to 44, 000 lbs. or more. It rearward. The rearward motion of the plate unseats
will be seen that at a low altitude and temperature, a spring-loaded poppet valve, allowing high pres-
the gross weight could be increased to whatever sure oil to enter the torquemeter cylinder chamber.
limit was first encountered. Oil pressure builds up within the torquemeter cylin-
der chamber until the rear torquemeter plate is
driven forward, thus closing the spring-loaded pop-
O'C - THO T64-GE-413 (CH-530) 382S HP
pet valve. The ofl pressure within the torquemeter
16 cylinder chamber is proportional to engine output
0 C - THO T64-GE-6 (CH-534) 2850 HP torque because the oil pressure balances the gear-
carrier torque-reaction force. A metered bleed
12 system continuously reduces the oil pressure, cau-
TIHHSHISSluH LIHIT, CH-53A
sing continuous measurement of engine torque.
HAE 6ROSS HEIGHT
CH-53A CRE CH-530
POEHUOC OIA PEON
TOROUENCtC E PUNP
TRAHSHISSIOH
LHIIT, 01-530.
1185 OF CH-53A

TOROUCNCTER
PRONE PAAT ~
26 30 34 38 42 46 HTATNNARTI
GROSS HEIGHT. LGS/1000

Figure 4. Ability to hover out of ground effect, TORCUCNC TCE REAR

PRATE IUNITEO NOVCNCNTI
CH-53A and D.

Tor ue Measurement

Engine torque measurement is required fn order

to assess engine health. A brief survey finds four
widely-used and well-established approaches to en-
gine torque measurements in helicopters. They are
hydraulic pressure, toothed wheel phase displace- OUTPUT INAPT
RCONETNN OCAO
ment, material property change and telemetered CARRIER
strain gage systems. These techniques could be
used to measure rotorshaft torque. This survey is
not intended to be all inclusive. Rather, it is
intended to be indicative of methods suitable for
measurement of rotorshaft torque. An important TOROUCNC TE ~
CTLNHER
point to remember is that torque measurement within
a gas turbine engine fs more difficult than rotor-
shaft torque measurement. Measurement within a gas
turbine engine must deal with high rotational speed, TOOCUHHTCO
limited space and cycling from low to high tempera- PRCEEUOC TAP

tures. Also note that the inaccuracy of an engine

torquemeter is greater at part power, which becomes
significant in a multi-engine installation.
Figure 5. T-53 torqumaeter.

79-38-3
 Oil pressure from the cylinder chamber and
gearbox air pressure are directed to appropriate
ports on the aircraft torquemeter transmitter,
which indicates differential torque oil pressure
in psi at the cockpit torque pressure gage. The
differential torque oil pressure is proportional
to the torque delivered to the output gearshaft.
The error band on torque measurement is + 2X of
the value obtained at maximum continuous torque.
The principle involved is the use of the member
in a planetary speed reducer which reacts torque
to ground. The ring gear would be used in a con-
ventional helicopter gearbox.
Toothed Wheel Phase Ois lacement
The T700 Gas Turbine Engine Torquemeter' is
used as an example of measuring torque via toothed
wheel phase displacement. The T700 is used on the
Army UTTAS and AAH helicopters.
The torque sensing system measures engine
torque by measuring the twist of the power turbine
shaft. Shaft twist is measured by indicating elec-
trically the change in circumferential spacing be-
tween two toothed wheels effectively mounted at
different locations along the torque-carrying shaft.
The two toothed wheels are combined to produce one
exciter wheel, which consists of alternately
intermeshed reference and torque teeth (see
Figure F).
TORQUE SENSOR PICKUP
EXCITER
WHEEL
ASSEMBLY
POWER TURBINE
SHAFT
PHASE ANGLE
REFERENCE SHAFT
TORQUE TEETH
REFERENCE TEETH
Figure 6. T700 torquemeter.
The reference teeth are attached to the refer-
ence shaft, which is concentric with and attached
to the forward end of the power turbine shaft
(torque shaft). The torque teeth are on the power
turbine shaft. The torque teeth and reference
teeth are equally spaced at 90 degrees. This is
the condition for zero torque. As load is applied
to the torque shaft, the torque teeth move relative
to the reference teeth due to the twist in the
power turbine shaft. The angular displacement be-
tween torque and reference teeth is proportional
to applied torque. The angular displacement is
monitored by a single torque sensor.
The use of a single torque sensor pickup
eliminates the need for zero adjustment. Elimina-
tion of slope adjustment is predicated upon manu-
facturing control of shaft parameters and compensa-
tion in the electrical unit for shaft gradient
changes with temperature.
The torque computer in the electrical control
unit converts the angular displacement to a OC vol-
tage which is proportional to engine torque. The
error band on torque measurement is + 2X of the
value obtained at maximum continuous torque.
Material Pro ert Chan e
Magnetostriction has been used in a variety
of applications to measure a change in material
property pro~ortional to torque. Magnetostrictive
torquemeters are used on turboprop versions of
the T53, all T55 applications and on the forth-
coming Army advanced technology demonstrator engine
(ATOE).
Magnetostriction is defined as a change in
dimension of a ferromagnetic material under the
spaced influence of a magnetic field. In a torque trans-
ducer application, the converse effect is measured--
that is the torque to be measured is applied to a
structural member of the transducer; this creates
internal stresses that change the dimensions of
the member and that also interact with the exist-
ing external field to increase the internal magne-
tization of the transducer. The change in internal
magnetization, rather than the dimensional change,
is taken as a measure of the applied torque. To
measure torque magnetostrictively, the load is
applied to a rotating shaft that forms a trans-
former core, shown on Figure 7. The stationary
transformer head assembly contains coil-wound mag-
netic pole pieces, in an array indicated by the
pattern of black squares. The primary poles (P)
excite the transformer with a magnetic field, while
the secondaries sense voltages induced by the prin-
cipal shear stresses of tension (T) and compres-
sion (C).
c r~wr ~
~ 10'
Y
45'
TS SC
Figure 7. Rotating transformer core.
The stationary transformer head assembly shown
on Figure 8 has three sets of secondary poles to
sense compressive stress and three sets to sense
tensile stress, disposed symmetrically about the
primary poles. This arrangement increases sensi-
tivity and reduces the effects of shaft eccentri-
city and magnetic inhomogeneity. The sensing coils
associated with each plane of tension or compres-
sion are wound about the secondary pole pieces in
79-38-4
 a series-aiding configuration. This assures that
the effective total air gap between the rotating
shaft and all secondary poles remains constant.
rings were used to transmit information from the
rotating strain gages to the stationary readout
device. Slip rings, however, have location, space,
size, electrical noise and wearout problems that
argue against long tenn use.

T c Acurex telemetry systems provide strain gage

CT Tg torque measurement while eliminating slip rings,
c T
leading to wide use by the aerospace coneunity in
this country. The general principles can be
grasped by examining the block diagram of the
Acurex Autodata 1200A6 system, shown on Figure 9.
C,T T,C
The components of the system are illustrated on
Figure 8 . Stationary transformer head assembly . Figure 10. The system has preferred usage at tem-
peratures below 120 C and G loadings less than
Operation of the transducer can be sunmmri zed 40, 000. Thus, a helicopter rotorshaft is a much
as follows: The primary col 1 s of the head assembly more congenial environment than is a gas turbine
generate a time-varying magnetic fi el d which is engine. The 1200A system accuracy is 1% from
applied to the transfoTmer core ( rotat i ng shaft 0-75'C, repeatability better than 0. 5%, and a clear
and sleeve) .
As the core rotates, voltages are i n- digital readout is presented.
duced in the secondary coils .
These voltages are
g
functions of the magnetic rel uctance associated MI I [ ZNPMNN

with each path of the transformer core . Since

these paths are oriented to 1 i e in the pl anes of I
pri nci pa 1 induced stresses , the voltages are func- IMIMI IMI IUNNMN

t i ons of these stresses . The induced secondary

vol tages (one in the compression plane and one i n
the tension plane) are compared, and the resultant
differential voltage i s a measure of the torque
applied to the shaft .
The system i s fairly linear,
with accuracy within 2% in a 1 ower torque region ,
5% i n a higher torque region . L- L
promising new technology also appears feasi-
A
ble for measuring a change in the property of
material which is proportional
to torque. This Figure 9. Acurex 1200A system block diagram.
method is related to
the ultrasonic properties of
materials. When stress is applied to a normally
isotropic homogeneous material, a birefringence
occurs, i.
e. , the material becomes anisotropic
with sound velocity being directionally dependent.
Sensitive use of one of these ultrasonic proper-
ties for measuring stress has been demonstrated
and published'.
The method is now used to measure tension in ~MM NOTARY
COLLAR
bolts. The bolt tension monitor measures changes
in a high harmonic resonant frequency, using the
bolt as part of a high 0 closed-loop feed-back
amplifier/oscillator. With automatic gain and
frequency tracking, resonant-frequency shift is
measured with a frequency-counter readout error of
less than 0. 01%. The reported resolution of the
stress system is better than one part in 104. With
an appropriate readout device, system accuracy
would also be better than one part in 104. Appli-
cation of this measuring technique appears possible MODEL I ESS
for torque determination. RO ES SNI IN POENR CASTE

Strain Ga e S stems

Strain gage systems of torque measurement are

widely used for test and development work, includ-
ing flight test. The classic four-arm strain gage POWER CORO
RO-ES EIONAL
bridge used for measuring torque is well known and REAOOUT UNIT CARI E

need not be described here. Historically, slip Figure 10. Acurex autodata 1200A system components.

79-38-5
 The British Hovercraft Corporation strain
gage torquemeter produced by their Experimental
~

and Electronic Laboratoriesr, has been in use

0,000 Ht.
since 1962 with over 1000 units used in helicop- Torque
Trentrieer Oteiaetor ao. aumriu
ters. This torquemeter is used on the Wessex
Mk 2 and Mk 5, Wessex 60, Whirlwind Nk 10, Scout
A. H. Nk 1 and Wasp HAS Mk 1.
In a sample of
100,000 flying hours, the mean time between fail-
ures of the torque transducer was 10,500 hours.
The torque transducer has a time between overhaul
of 1200 hours. System accuracy is better than ronoto
e tee
its% of full load torque under all operating condi-
tions between -35 C and 70 C. A pilots' press-to- Paul e
test confidence switch can be used at any time. lrtdieetor
This circuit indicates 100% torque, calibrated by
deadweight during installation. Parts may be
interchanged without recalibration by using this
circuit and adjusting the gain of the signal ampli-
fier to produce a reading of 100'% torque. The
following features have been developed to increase
the usefulness of the torquemeter:
(a) Audible overtorque warning to operate
at a preset level, such as 105%. Zoo Torque ouerlorque
Trip Counter
(b) Overtorque counting facility, to count
the ts second periods of over-torque on
an electro-mechanical counter.
(c) Zero power visual warning to operate
when torque falls below 2%, using an
indicator on the pilot's instrument Zem Torque
Wemino
panel.
(d) Audible engine failure warning, to
operate when the engine compressor
turbine speed falls below a preset
level, such as 69%.
Wto Ye

(e) Built-in test facilities for first

line diagnostic checks.
A block diagram of a typical British Hover-
craft torquemeter is shown in Figure 11. The
torquemeter system operates from the 28 volt d. c.
supply of the aircraft, which is stabilized by
the power sypply section of the electronic unit.
Figure 11. British hovercraft torquemeter block
diagram.
The British Hovercraft transformer and strain
gage system is illustrated in Figure 12. The
rotating coils are mounted on a steel tube which
carries two grease lubricated, shielded bearings,
to support the stator assembly. The stationary
coils are mounted in the stator assembly which is
mechanically restrained from rotating. The rotor
tube is attached to a driving plate on the shaft,
so that it rotates with the shaft. The bore of'
the other end of the tube is fitted with a plain
bearing to allow the torsion shaft to twist rela-
tive to the rotor tube. In use, the rotor tube
may vibrate about its attachment point to the shaft,
so an anti-fretting material is used as a bearing
sleeve to minimize the effects of fretting of the
surfaces of the shaft and tube. Note that the
strain gages are well enclosed and protected by
the stationary housing.

78-38-6
 situation. However, the advantages can be re-
tained while avoiding this disadvantage.
The We~tland experience with torquemeters is
informative . Strain gage torquemeters in the
Scout helicopter are used to cause a warning note
in the pilot's headphone to indicate overtorque.
The overtorque level which sets off this warning
is set at 105% of design torque (British aircraft
licensing requires overtorque testing at 130% of
design torque).

Time counters are fitted to record the total

time during which the torque exceeds the chosen
level. A continuous check may then be made on
the utilization of the aircraft and on the overhaul
1 2 3 4 6 e 7 8 a 10 11 12 ts 14 status and available fatigue life of the transmis-
sion and gearbox items.
1. TORSION SHAFT 10. STRAIN GAGES
Some experimental aircraft have been fitted
2. ROTOR DRIVING FLANGE 11. OUTPUT PRIMARY COIL
with four overtorque circuits, operating at 105%,
3. ROTOR SLEEVE 12. OUTPUT SECONDARY 110%, 1155 and 120%, for analysis of the transmis-
COIL sion performance over the whole flight spectrum of
4. BEARING
the aircraft under operational conditions over long
BEARING
5. STATOR HOUSING periods of time. This type of recording and analy-
6. INPUT PRIMARY COIL
ANTI-FRETTING PLAIN sis requires no film or trace or magnetic recording
BEARING and no attention by skilled personnel. The counter
7. INPUT SECONDARY COIL readings are written in the aircraft's log book at
regular intervals and analyzed later.
8.

I
MUMETAL SCREEN

9. ELECTRICAL CONNECTOR If the number of overtorques and their dura-

tion is excessive on any aircraft, then action may
Figure 12. British hovercraft transfomaer and be taken to check the pilot. On
the aircraft or
stain gage system. Scout aircraft, the number of occurrences of damage
to the transmission and gearbox due to overtorque
has been considerably reduced since the strain gage
~TG t torquemeter, with audio overtorque warning, has
been fitted to replace a less accurate engine
Engines are speed and temperature limited, not torquemeter.
torque limited. The speed and temperature condi-
tions which would damage the engine are very care- An arrangement more in agreement with U. S.
fully avoided by automatic limit governing. Torque practice might be as follows:
limit governing is left to the pilot, who must
observe and react to a cockpit gage. Torque limit (a) An audible torque limit warning note to
governing by applying judgement to a gage is either indicate operation over 955 of maximum
wasteful or dangerous in a helicopter because up to continuous torque.
15% of the power may or may not be diverted from
the torque limited system - the gearbox and rotor. (b) A pilot's switch which would drive the
A rotorshaft torquemeter, however, opens up the engine fuel control to maintain 100%
possibility of torque governing of engine power in maximum continuous torque at the rotor-
order to apply rotor torque to the level for which shaft.
the transmission is qualified, and to limit rotor
torque to a safe value. (c) An event counter to record all half-
second intervals over a given rotor
there are advantages and disadvan-
Naturally, torque level, such as 105% of maximum
tages. The advantages include reducing the continuous torque.
required skill and the workload of the pilot.

i
Further, the pilot could coammnd and get maximum (d) An automatic torque governing circuit
continuous torque for the duration of some flight acting on the engine fuel control to
condition, such as climb out. Also, overtorque is limit torque to a level slightly below
a very serious matter. The present system is weak the threshold of catastrophic failure.
in the preventative area, resulting in overtorque
event counters, and mandatory inspections to pre- A system using torque measurement to limit
serve transmission/rotor integrity. Torque limit engine output via the engine fuel control is
governing would improve this situation. The dis- already in widespread use. Any pilot who has
advantage is encroachment on the pilot's choice to flown an aircraft with the PT6 combining gearbox
deliberately overtorque the system in an emergency has enjoyed the benefits of torque-governed fuel

79-38-7
 control in a twin engine installation'. Thus,
sosm questions about the operational feasibility
of item (d) would appear to be already answered.

Conclusions
It is concluded that a precise rotorshaft torque-
meter would confer significant benefits on the
many new helicopter designs now appearing, especi-
ally as growth versions are developed. Specific-
ally, perfonnance and flight safety would be im-
proved and pilot workload and skill requirement
would be reduced. It is also concluded that a
satisfactory rotorshaft torquemeter can be devel-
oped using any of the four techniques described
here.

References
1. NAVAIR Ol-230HMA-1 pages 11-23, 11-24, data
as of Nov, 1971. Naval Air Systems Caemmnd,
Washington, D. C.

2. Technical Notes, Lycoming T53-L-3/7/9/9A/11

Gas Turbine Engines, Lycoming Division of
AVCO Corporation, Stratford, CT.
3. Curran, J.J. "T700 Fuel and Control System"
Preprint No. 771, 29th Annual National Forum,
American Helicopter Society, Washington, D. C.
1973.
4. Magnetostrictive Torque Transducer,
F. E. Scoppe, Lycoming Division of AVCO
Corporation, reprinted from Instrumentation
Technology article based on a paper presented
at the 15th ISA Aerospace Instrumentation
Symposium, Las Vegas 1969.
5. Heyman, J.J.
"A CW Ultrasonic Bolt-strain
Monitor", Experimental Mechanics Volume 17
No. 5, pages 183-187, May 1977.
6. Autodata 1200A Torsion Measurement System,
Acurex Autodata, Mountain View, California,
April 1977.
7. Strain Gauge Torquemeters for use in Heli-
copter Transmission Systems, Experimental
and Electronic Laboratories, British Hqver-
craft Corporation ~ Isle of Wight, England'
January 1979.
8. PT6T-3 Twin Power Section Turboshaft Engine
Maintenance Manual, United Aircraft of Canada
Limited, Longueuil, quebec. Canada, April
1970.

79-38-8