ByEddcapet
I noticed that all the main rotors rotate clockwise. Would a helicopter still be able to ascend if the rotors rotated counterclockwise?
(2 votes)
Loading...This "rule" also applies to ships: the captain is the last to leave a sinking ship. However, I've always questioned the soundness of this ethical rule. It doesn't necessarily have to be the pilot's/captain's fault that the plane crashes/the ship sinks. I think it's unethical to oblige them to take a greater risk for themselves…
I once flew a 747 and it was really fascinating how stable the plane was in the air. Or do you not see any differences to the Dreamliner etc?
I'm flying on a Boeing 737 tomorrow and am sitting in the very last row. There are mixed reviews online about this seat. Do you have any experience or knowledge of such seats? If so, let me know 🙂 Best regards, Nick
Is this cheaper? Does anyone have experience with this? Does it help?
We just want to change trains.
Then the rotor blades and the gear must be designed for the other direction of rotation. The rotor blades, like aircraft wings, have a profile. Planes cannot fly backwards either.
No, usually the direction of rotation doesn't matter. The rotor or the rotor blades are adapted to the helicopter and the designer determines in which direction the blades rotate for the purpose of generating the lift.
This is also the case with jet engines: a good 90% or more of all jet engines in this world rotate around the right in the direction of flight; only the English always have to do anything differently and so the English engines turned and rotate on the left, see for example the RR Trent 900.
Nevertheless, an "English" plane flies forward instead of backwards;-)
What if a helicopter wants to fly quickly vertically downwards, then the pilot just needs to get off the gas or does he have to do that the main rotor turns in the opposite direction?
The helicopter changes its lift by changing the angle of incidence of all rotor blades.
A helicopter thus rises and drops through the so-called “collective” blade adjustment; introduced via the corresponding lever to the left next to the seat of the commander (which sits in a standard helicopter on the right seat) and passed on (mechanically or hydraulically) to a “drum disk”, which in turn leads to an increase or reduction of the lift.
Helicopter aerodynamics is quite complicated, in contrast to a starrflügler, since the lift does not operate separately from the propulsion, but both must be generated only over a part, namely the rotor.
In the case of aeroplane, both forces are separated (the supporting surface provides lift, the jet or propeller drive for the propulsion).
Yes, the smaller rotor must be configured at the rear.
The small rotor at the rear only serves for rotation, so for steering, what does it have to do with the direction of rotation of the main rotor?
The rear rotor serves to compensate for the torque. If it were not this compensation, the cabin would turn around the main rotor mast.
And of course, this rotation can also be used with the rear rotor via the pedals to change direction.
The rear rotor is used in a simple “rotary glider” old to compensate for the resulting rotational force of the main rotor to the aircraft.
If the main rotor would rotate counterclockwise, the wings of the rear rotor would accordingly only have to blow the air into the opposite direction of the main rotor.
There were simply patents and, at some point, well-equipped models. The pilot must accordingly be able to adjust to the gyroscopic flight properties of the helis.
There it would be highly disadvantageous for pilots if there were models with main rotors rotating in/or counterclockwise.
Google times “Torque”, I just don’t know the German term. This force is caused by the rotor which rotates only in one direction, so the small rotor has to counteract the rear so that the helicopter does not rotate.
Torque is the German word
right, but the angle of the rotor blades must then also be “mirrored”. never forget otherwise it goes faster down! ^^
Oh, now I understand what you mean!
Ah, rotational force…
“Torque” is the torque that’s right. A Hubi also has an ad. And every aircraft mechanic knows from his English vocabulary “torque” (i.e. English measurements) for adjusting a torque at the “torque wrench”, i.e. the torque wrench.
Don’t sound. Because the main rotor, during its rotation at the front of its individual wings, has a correspondingly strong air resistance which, in the case of a heli with a single main rotor, necessarily has an effect on the entire aircraft via the main drive shaft on the whole.
was addressed to the “Anonyms ” User…
There are actually helicopters whose rotors (viewed from above) rotate counterclockwise. Good to see on this photo of a Sea Lynx: http://www.naval.com.br/ngb/L/L026/L026-f50.JPG
On the left side of the picture you can see the rounded front edge, on the right side the sharp rear edge. The rotor of the Bristol Sycamore, on the other hand, turns clockwise: http://www.tim-beach.com/Malaysia/Sycamore.jpg
But the best example that both directions work is probably a coaxial rotor, as many models of Russian manufacturer Kamov own. The upper rotor runs counterclockwise: http://www.b-domke.de/AviationImages/Rotorhead/Images/1363.jpg
that is so standardized internationally when it turned to the left. he would also ask SOFERN to reverse the angle of incidence of the rotor blades. Otherwise, you would even accelerate faster than the free fall down!