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on the front of the main gearbox and the main rotor drive rises vertically from the main gearbox. Due to the obvious importance of the transmission system a considerable degree of monitoring is in-built to detect failures at an incipient stage. Typical parameters which are monitored are oil pressures and temperatures, bearing temperatures, wear, and in some cases accelerations. The role of the health and usage monitoring system on board helicopters is assuming paramount importance and will be discussed later in this chapter.

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In Section 37, we will examine TCP's specific approach towards congestion control in great detail Here, we identify the two broad approaches that are taken in practice towards congestion control, and discuss specific network architectures and congestion control protocols embodying these approaches At the broadest level, we can distinguish among congestion control approaches based on the whether or not the network layer provides any explicit assistance to the transport layer for congestion control purposes:

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End-end congestion control In an end-end approach towards congestion control, the network layer provides no explicit support to the transport layer for congestion control purposes Even the presence of congestion in the network must be inferred by the end systems based only on observed network behavior (eg, packet loss and delay) We will see in Section 37 that TCP must necessarily take this end-end approach towards congestion control, since the IP layer provides no feedback to the end systems regarding network congestion TCP segment loss (as indicated by a timeout or a triple duplicate acknowledgement) is taken as an indication of network congestion and TCP decreases its window size accordingly We also see that new proposals for TCP use increasing round-trip delay values as indicators of increased network congestion Network-assisted congestion control With network-assisted congestion control, network-layer components (ie, routers) provide explicit feedback to the sender regarding the congestion state in the network This feedback may be as simple as a single bit indicating congestion at a link This approach was taken in the early IBM SNA [Schwartz 1982] and DEC DECnet [Jain 1989] [Ramakrishnan 1990] architectures, was recently proposed for TCP/ IP networks [Floyd 1994] [Ramakrishnan 1998], and is used in ATM ABR congestion control as well, as discussed below More sophisticated network-feedback is also possible For example, one form of ATM ABR congestion control that we will study shortly allows a router to explictly inform the sender of the transmission rate it (the router) can support on an outgoing link

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For helicopters, the hydraulic systems are a major source of power for the ying controls as for various other ancillary services. A typical large helicopter, such as the EH 101, has three hydraulic systems, though smaller vehicles may not be so well-endowed. The number of hydraulic systems will depend upon integrity requirements and helicopter handling following loss of hydraulic power. The main hydraulic loads supplied are: Powered ying controls: 3 dual main rotor jacks 1 dual tail rotor jack

For network-assisted congestion control, congestion information is typically fed back from the network to the sender in one of two ways, as shown in Figure 36-7 Direct feedback may be sent from a network router to the sender This form of notification typically takes the form of a choke packet (essentially saying, "I'm congested!") The second form of notification occurs when a router marks/updates a field in a packet flowing from sender to receiver to indiciate congestion Upon receipt of a marked packet, the receiver then notifies the sender of the congestion indication Note that this latter form of notification takes up to a full round-trip time

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Figure 2.3. Principles of molecular construction of LC polymers by self-assembly induced by hydrogen or ionic bonding.

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