...
  • 主题
高级搜索  >
历史搜索 清空历史
首页> 外文期刊>Vertiflite >Who Needs a Tail Rotor?
【24h】

Who Needs a Tail Rotor?

机译：谁需要尾桨？

获取原文
获取原文并翻译 | 示例
           
页面导航
  • 摘要
  • 著录项
  • 相似文献
  • 相关主题

摘要

Ever since Igor Sikorsky proved the practicality of the helicopter with the first successful free flight of his VS-300 in 1940, the majority of helicopters worldwide have employed the configuration he pioneered: a single, large main rotor and a smaller tail rotor. Though quite effective, the use of a tail rotor to counter torque is - strictly speaking - inefficient due to the fact that it draws engine power that could otherwise be directed to the main rotor for hover, forward flight or extra lifting power. Its open exposure and general lack of protection constitute inherent vulnerabilities, and its failure generally results in the loss of aircraft controllability (with a very high potential for catastrophe). Helicopters in coaxial or tandem configuration preclude the need for a tail rotor, but their unique complexities present other challenges altogether. In the interest of safety, increased efficiency, decreased noise and better overall performance, Hughes Helicopters initiated research in 1975 with the goal of eliminating the tail rotor completely.Two years later, tests were conducted on a prototype tailboom in a static test rig.The results were very encouraging.
机译：自从伊戈尔·西科斯基（Igor Sikorsky）在1940年成功驾驶他的VS-300成功进行自由飞行证明了直升机的实用性以来，全世界大多数直升机都采用了他开创的配置：单个大型主旋翼和较小的尾旋翼。尽管非常有效，但严格地说，使用尾旋翼来抵消扭矩是低效的，因为它会汲取发动机动力，否则可以将其引导至主旋翼以进行悬停，向前飞行或额外的提升动力。它的公开暴露和普遍缺乏保护构成了固有的脆弱性，其故障通常导致飞机的可控性丧失（极有可能发生灾难）。同轴或串联配置的直升机不需要尾桨，但其独特的复杂性完全带来了其他挑战。为了安全，提高效率，降低噪音和改善整体性能，休斯直升机公司于1975年开始研究，目的是彻底消除尾桨。两年后，在静态试验台上对原型尾杆进行了测试。结果非常令人鼓舞。

著录项

  • 来源
    《Vertiflite》 |2013年第3期|36-37|共2页
  • 作者

  • 作者单位
  • 收录信息
  • 原文格式 PDF
  • 正文语种 eng
  • 中图分类
  • 关键词

相似文献

  • 外文文献
  • 中文文献
  • 专利
获取原文

客服邮箱：kefu@zhangqiaokeyan.com

京公网安备：11010802029741号 ICP备案号：京ICP备15016152号-6 六维联合信息科技 (北京) 有限公司©版权所有

  • 客服微信

  • 服务号