The MD-900 is a helicopter which seems to be quite popular with law enforcement agencies.
As you can see, instead of an anti-torque tail rotor, a fan exhaust is directed out slots in the tail boom. I was wondering if this works in regards to auto rotation, should the aircraft lose its engines.
The MD-900 is a helicopter which seems to be quite popular with law enforcement agencies. As you can see, instead of an anti-torque tail rotor, a fan exhaust is directed out slots in the tail boom. I was wondering if this works in regards to auto rotation, should the aircraft lose its engines.
Inspired by this question. My knowledge concerning helicopters is quite limited: what is auto-rotation? are there other "rotations" possible? in what do they differ?
How is the ATR 42/72 empennage considered? Is it a T-Tail or a cruciform tail? From the image the elevators are placed quite high on the tail that they can be considered as a T-Tail but is it so? Looking at the tail of a 727 the elevators are placed at the top of the tail but just leaving the space for the mechanism to move them, whereas on the ATR they are placed in a slightly lower position..." but it would be interesting to know, as previously mentioned, if there are specifics about this definition making it clear for everyone from a technical point of view. (briefly, when does a T-Tail become
What design considerations go into the decision between conventional tails and T-tails? Functionally the horizontal stabilizer/stabilator are the same in both cases, providing negative lift, the elevator control and a method for pitch trim. What are the differences though? As far as I am aware the T-tails I have flown have T-tails for avoiding propwash (PA-44) or aft engine placement (EMB-145). Are there other reasons for having a T-tail? What are the aerodynamic consequences a pilot needs to be aware of with a T-tail (e.g. avoiding hard de-rotation on touchdown, issues at high AOA
The alpha vane is an external probe used to measure the angle of attack. I have been trying to understand how exactly it works, but I can't find any clear explanation or simulation. Is the vane static or dynamic i.e. does it rotate along its central axis? Given that it has a significant surface area, I think that it would either: Rotate because of the force/drag exerted by the airflow, and give an angle of attack proportional or equal to its angle of rotation Measure the force being exerted on it via a force sensor embedded in the surface Is either of these correct? In short, how
Is it possible to control the direction during auto-rotation, and how does it work?
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).
Why do some aircraft require anti-icing on the tail while others (Dassault Falcon Jets, Boeing 737, 747, etc.) don't?
) plane weight is the actual cargo (excluding fuel)? Does the location of the "jumping" cargo matter? Tail vs. Cockpit What happens if all pax/cargo suddenly jumped to tail or cockpit section
lift with unchanged attitude, such as a symmetric aileron movement, or an additional flaps extension? And then after the plane is airborne it is rotated to climbing attitude? The descriptions I can easily Google up point towards 1. However, while that makes perfect sense for tricycle gear I don't see how that would work with taildraggers. Pushing down on the tail would just increase...If I understand correctly, when a plane transitions from takeoff roll to being airborne, it is not something that happens "by itself" when the airspeed is high enough, but is caused by deliberate