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Torque effect is an effect experienced in helicopters and single propeller-powered aircraft is an example of Isaac Newton's third law of motion, that "for every action, there is an equal and opposite reaction." In helicopters, the torque effect causes the main rotor to turn the
A typical helicopter has three flight control inputs: the cyclic stick, the collective lever, and the anti-torque pedals. [2] Depending on the complexity of the helicopter, the cyclic and collective may be linked together by a mixing unit , a mechanical or hydraulic device that combines the inputs from both and then sends along the "mixed ...
Its comprises helicopter aerodynamics, stability, control, structural dynamics, vibration, and aeroelastic and aeromechanical stability. [1] By studying the forces in helicopter flight, improved helicopter designs can be made, though due to the scale and speed of the dynamics, physical testing is non-trivial and expensive.
Another way to eliminate the effect of torque created by the rotorwing is by mounting the engine on the tips of the rotorwing rather than inside the helicopter itself; this is called a tip jet. One example of a helicopter using such a system is the NHI H-3 Kolibrie , which had a ramjet on each of the two wingtips, and an auxiliary power unit to ...
Aircraft flight mechanics are relevant to fixed wing (gliders, aeroplanes) and rotary wing (helicopters) aircraft.An aeroplane (airplane in US usage), is defined in ICAO Document 9110 as, "a power-driven heavier than air aircraft, deriving its lift chiefly from aerodynamic reactions on surface which remain fixed under given conditions of flight".
Most helicopters have a single main rotor but require a separate rotor to overcome torque. This is accomplished through a variable-pitch antitorque rotor or tail rotor. This is the design that Igor Sikorsky settled on for his VS-300 helicopter, and it has become the recognized convention for helicopter design, although designs do vary.
Each type of helicopter has a specific airspeed at which a power-off glide is most efficient. The best airspeed is the one that combines the greatest glide range with the slowest rate of descent. The specific airspeed is different for each type of helicopter, yet certain factors (density altitude, wind) affect all configurations in the same manner.
The OH-6A helicopter (serial number 65-12917) was supplied by the U.S. Army for Hughes to develop the NOTAR technology and was the second OH-6 built by Hughes for the U.S. Army. A more heavily modified version of the prototype demonstrator first flew in March 1986 (by which time McDonnell Douglas had acquired Hughes Helicopters).