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Stick–slip motion is ubiquitous in systems with sliding components, such as disk brakes, bearings, electric motors, wheels on roads or railways, and in mechanical joints. [9] Stick–slip also has been observed in articular cartilage in mild loading and sliding conditions, which could result in abrasive wear of the cartilage. [10]
The brake pad and disc (now both having the friction material), then "stick" to each other, providing the friction that stops the vehicle. In disc brakes, there are usually two brake pads per disc rotor, they both function together. These are held in place and actuated by a caliper affixed to the wheel hub or suspension upright. Racing calipers ...
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 ...
The brake caliper is the assembly that houses the brake pads and pistons. The pistons are usually made of plastic, aluminium or chrome-plated steel. Calipers are of two types, floating or fixed. A fixed caliper does not move relative to the disc and is thus less tolerant of disc imperfections.
The elevators move up and down together. When the pilot pulls the stick backward, the elevators go up. Pushing the stick forward causes the elevators to go down. Raised elevators push down on the tail and cause the nose to pitch up. This makes the wings fly at a higher angle of attack, which generates more lift and more drag. Centering the ...
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During landing, the reverse happens when the nose-wheel touches the runway and the wing assumes a negative angle of attack with no lift. For aircraft with a tailwheel, the pilot initially pushes forward on the yoke during the takeoff run, lifting the tailwheel off the runway, and the aircraft lifts off the runway once sufficient speed is achieved.
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