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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 ...
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.
The International Civil Aviation Organization (ICAO) defines a rotorcraft as "supported in flight by the reactions of the air on one or more rotors". [1] Rotorcraft generally include aircraft where one or more rotors provide lift throughout the entire flight, such as helicopters, autogyros, and gyrodynes. Compound rotorcraft augment the rotor ...
This torque causes the fuselage to rotate in the direction opposite to the rotor blades. In single rotor helicopters, the antitorque rotor or tail rotor counteracts the main rotor torque and controls the fuselage rotation. Coaxial rotors solve the problem of main rotor torque by turning each set of rotors in opposite directions.
In 1943, primary investor G & J Weir Ltd. revived the moribund Cierva Autogiro Company to develop an experimental helicopter to Air Ministry Specification E.16/43. The W.9 was to investigate James G. Weir's contention that a powered tilting hub-controlled rotor with automatic collective pitch control, and torque reaction control using jet efflux, was both safer and more efficient than the ...
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
Counter-rotating propellers generally turn clockwise on the left engine and counterclockwise on the right. The advantage of such designs is that counter-rotating propellers balance the effects of torque and P-factor, meaning that such aircraft do not have a critical engine in the case of engine failure.