Quadcopters, by virtue of software-piloting rather than human-piloting, are capable of new modes of flight. I've seen one in which the machine maintains altitude despite the loss of two rotors by spinning (yaw).
I wonder about a different mode, though; if a quadcopter could maintain a very high degree of pitch, then the flight is closer to a very short 4-engine X-wing aeroplane. This would be the advantage of a tiltrotor; after takeoff, rotate into the near-vertical position and permit much higher rates as we are no longer limited by usual helicopter dissymetry of lift arguments.
Is this possible? Are there other modes beyond the capacities of traditional aircraft? E.g. yaw spinning in the forward pitch position, coast-and-burn by varying the pitch periodically to switch between gaining altitude and gaining forward momentum, etc.
As DeltaLima noted, pretty much all flight modes of a quadcopter are "non-traditional" -- they're a relatively new aircraft design.
Most quadcopter designs lack anything resembling "wings", so they can't "fly" in an "X-Wing" orientation (with the rotors producing entirely lateral thrust) -- at least not as we traditionally define flight.
They can, as you surmised, do a climb-and-run maneuver in that orientation: Gain a lot of altitude by using vertical thrust, tilt the platform near-90-degrees in the direction you want to travel (so your thrust is pretty much lateral), and accelerate in that direction while rapidly losing altitude.
I've no idea if this is more or less efficient than the usual slight tilt they fly with, but it's certainly less stable since you're in vertical free-fall and would need to redirect thrust to be vertical again with enough time/altitude to arrest the descent before an ungraceful impact with the ground.
X-Wings work so well because the microgravity environment of deep space isn't trying to drag you back to an impact with the ground - it wouldn't work well deep in a planet's gravity well, which is where most of our aircraft operate.
Of course if you had access to a microgravity environment with an atmosphere you could configure a quadcopter to fly like an X-Wing fighter…
The quadcopter's thrust configuration does open up the option for some interesting maneuvers though.
It's theoretically possible to "flip" a quadcopter (around at least 8 axes) if you have sufficient altitude (especially if the rotors can be reversed in flight to assist in the maneuvers).
It's also possible to "rock the wings" (really rocking the whole platform) in many directions by alternating thrust on pairs of rotors.
. Is this possible? Are there other modes beyond the capacities of traditional aircraft? E.g. yaw spinning in the forward pitch position, coast-and-burn by varying the pitch periodically to switch between...Quadcopters, by virtue of software-piloting rather than human-piloting, are capable of new modes of flight. I've seen one in which the machine maintains altitude despite the loss of two rotors by spinning (yaw). I wonder about a different mode, though; if a quadcopter could maintain a very high degree of pitch, then the flight is closer to a very short 4-engine X-wing aeroplane. This would
I'm pretty sure that there are no aircraft equipped with a brake on its nose wheel, however two of my colleagues think there might have been. Are there? Aircraft with retractable gear of course have devices to stop the wheels from spinning when retracted, but I'm asking about brakes used to stop or slow down the aircraft. Please don't consider aircraft with a tail wheel, gliders, experimental aircraft, or aircraft used for flight testing (certified aircraft only).
Pretty straightforward: what is the difference between forward flight, straight flight, level flight, and cruise flight in helicopters?
Primary target: An aircraft not reporting mode-C, the only thing the controller has is the return on the radar. When a controller reports a primary target as traffic to other aircraft, the controller does not have the altitude of the target. Given this, I conclude that ATC radar does not have the altitude (angle-up) to the target, and only provides azimuth. So then without the altitude, how does the radar-system know where to put the target laterally on the screen? Example, a radar picks up a target that is 10 miles from the station. If the target is 0 AGL, the proper position would be 10
Piloting an aircraft, if skydivers cannot jump on a flight, what should I take care of when landing? Are there any special recommendations which should be taken into account?
I'm interested in short, or trick, take-offs - such as from platforms, tall trees, etc. I think that I should have a wind speed and direction measure an understanding of my wing surface area This will let me add to my intuition from regular launches (from sites with known-good launch conditions), and estimate how much velocity I need to add via a run / push. The methodology to count the wind measure seem a bit more grey, right now. I can have a sense of the wind where I am, but it may quickly change beyond my launch site. Since I'm considering how to launch from a stationary
are used to communicate between the aircraft and its base. Various types of messages are possible, for example, relating to fuel consumption, engine performance data, aircraft position, in addition to free... pinged to track an aircraft's position and heading? Would this require any intervention by the pilots? (posted separately) Is this system standard on commercial airliners? What data do Airlines collect...An aircraft's Aircraft Communications Addressing and Reporting System uses line of sight HF via ground stations or satellites to communicate with its base station. This system allows for three
an airline couldn't introduce a cabin in which some or all passengers travel in a reclining, rather than sitting, position? Seems to me that it would be more comfortable (except for claustrophobes and those who really need to work during the flight). The enclosed space would inherently reduce some of the risks of passengers being thrown around in turbulence or an emergency landing; safety belts (or cargo restraint webbing? I'm not sure I'm joking) could handle the remaining risk. No, I don't really think it would be commercially viable ... but I'm wondering whether folks who actually Know
I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane... serves as the starting point. What is the starting point or what are the principles used to derive these equations? If I know how to derive these equations for a very simple case, then I know I have.... 164 of Morris, Introduction to Aircraft Flight Mechanics: Performance, Static Stability source 2: pg 3 of this online note
This comes from a flight simulator experiment ages ago in the Boeing 737.... I'm on the runway. I engage the heading switch, followed by the altitude and thrust. The aircraft lifts off, although hardly in a clean rotation. Now I'm wondering: While it did work in the flight simulator, will the autopilot follow these commands in real life as well if I repeated this in a business or commercial jet? Is there anything stopping the autopilot from engaging a specified altitude or from following instructions which are utter nonsense?