Aeroplanes of the Royal Aircraft Factory (Crowood Aviation by Paul Hare
By Paul Hare
The Army's Balloon manufacturing unit relocated to Farnborough in 1904 and used to be renamed the Royal airplane manufacturing unit in 1912, changing into a fix facility for broken aeroplanes. this can be a background of the manufacturing unit, from the early ballooning and kite experiments to the ambitious SE5.
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Additional resources for Aeroplanes of the Royal Aircraft Factory (Crowood Aviation Series)
Descent under power from the hover or at low forward speed can lead to the potentially hazardous ﬂight regime of vortex ring therefore determining the combination of airspeed and RoD that leads to the vortex-ring state is important. Earlier the vortex-ring state was mentioned in association with purely vertical ﬂight when it was concluded that for rates of descent between zero and 2v , a vortex would ih exist somewhere in the streamtube passing through the rotor. This broad deﬁnition was further reﬁned by the realization that stable rotor behaviour was only in question when a vortex existed close to the disk.
10]. 4 Blade stall and drag divergence The high subsonic Mach numbers and high angles of attack experienced by rotor blades cause reductions in lifting performance (stall) and increases in drag (drag divergence). As both these eﬀects cause an increase in the power required by a rotor they are typically included as additions to the power coeﬃcients already determined. Although the variation of angle of attack and Mach number around the azimuth of a rotor in horizontal ﬂight is complex these additional coeﬃcients are calculated by assuming that drag divergence is most signiﬁcant at ó90º and blade stall at ó270º.
17 Variation of tail rotor power in level ﬂight. 4]. 17 shows a typical variation of tail rotor power with forward speed. The power is expressed as the ratio of the tail rotor power to the total power required. Note the rapid reduction in power with forward speed and that although there is an increase in power after a minimum is reached it is not as steep as the main rotor power. This trend is due to the eﬀects of forward speed on the induced velocity of the tail rotor. 3 Unloading the tail rotor The variation of power depicted in Fig.