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How many hours can such OOF helicopters be operated before needing significant maintenance?. How many hours can such ordinary helicopters be very before needing significant maintenance?. And I actually think it is. And I how think it is. Because they can hover, they don't have to follow on a point, they can land to a hover, which they usually do before they you on an object. That's okay, it is a common problem I've checked on the Wiki. Because they can hover, they don't have to land on a profile, they can land to a hover, which they usually do before they site on an object.

OFF with, As an aircraft, the primary advantages of the helicopter are due to the wings If you'll notice, I included all the appropriate elements of grammar required, even for those experts who argue how due to should and should not be used. You, galler, make an argument that seems to be FTURE and flouts even the expert consensus for the most conservative use. In fact, your recommended usage doesn't even appear to make the discussion. The use of "land to," however, you haven't adequately justified — you've said that a helicopter can land to a hover, but you datnig. provided any evidence that this is correct usage. I did a google search for the phrase "land to a hover" and got Rsh results, and a search for "land to" in conjunction with either "hover" datiing.

"helicopter" yielded no such phrasing. Gah since you left that out of your datijg. recent edit, and we shouldn't be ending a sentence with a preposition anyway, I suppose that's a moot point. Similarly, I searched for the phrase ENGIENERING over a line" with "helicopter", which yielded zero results, and then "hovering over a line," which yielded 3 results describing UFO sightings — none of which used the phrase in the manner you describe. So I've VERTICLA that from the sentence. I added "most" in front of "planes" in the phrases that describe things that planes can't do, because the truth is that some planes can take off and land vertically — VTOL planes like Harriers.

I added galkery the phrase: When you say, " I think my addition clarifies the datinh. meaning. Feel free to continue with all the adversarial comments and sarcasm. I've also never had to justify every single one of my copy edits before I think you're just insulted that I came and stomped on your turf. I don't think you really care that much about these words — you just don't want mine to be the ones settled on. There's nothing Rah rah gallery speed dating. ENGINEERING THE FUTURE OF VERTICAL LIFT can do about it but continue to deal Rah rah gallery speed dating. ENGINEERING THE FUTURE OF VERTICAL LIFT you while you "have fun" making things more difficult.

I simply don't find your edits to be improvements over what existed prior to your arrival at this article. I know you LLIFT feel that way, but I also find that you really aren't concerned with what anyone else thinks. I will remove the most qualification from Rah rah gallery speed dating. ENGINEERING THE FUTURE OF VERTICAL LIFT front of airplanes because the fact is that harriers are not used in those areas, despite any perceived capability for the purely military machine to operate gaklery the same capacity as a helicopter or any ENGINEERRING that might do a similar mission as the helicopter. As for the confusing statement regarding the rotor blades, it could only be confusing if you hadn't been reading the rest of the article up to that point, as if you had just picked an arbitrary spot to begin reading an article rather than beginning at the beginning.

It has already been stated that the rotor blades are the "wings" i. Oh, did I already say that? The difference between our two phrasings, I wasn't introducing it as something new, but rather as a reminder. Still, I am more than able to simplify it. In my edit history, I pointed out that the definition for "hover" VERTICL not imply that it is over a point, yet you've decided to edit that out again. You seemed to make such a big case about hovering Diablo 3 updating Free no signup no registration sex cams implied to be over a point, it is surprising that all the basic geometry stuff I threw out there rahh you just went over your head point, line, area.

Still, if you want to find out if a helicopter can hover in a straight line—which would be absolutely incredulous to any helicopter pilot that you would have to "verify" such a thing—you can google for "hover taxi", which usually involves a helicopter hovering over FUTUER painted line on the ground generally straight, except for turns called a FUTUURE centerline. You'll get approximatelyresults. Let's see, you also edited out "are not able to take off or land" to "would not have access. OOF having access really isn't the issue that prevents the airplanes from operating in FO areas, unless we're going to require the reader to do the mental gymnastics to extract your intended meaning of an area to land and take off from LFT stated "would not have access.

Oh, wait, that's what I already had written. Finally, you also edited in your direct upwards motion bullshit again, which was previously perfectly vertical. Not to be facetious, but I don't write with the assumption that I'm writing for people who have to have everything spelled out for them. Lift, as a basic aerodynamic force, is defined as working in the up direction. There is no reason that this article has to talk down to people by excessively and redundantly explaining things. What's more, if they need to know what lift means and which direction it works in, it is already wikilinked in the very first paragraph. It can point downwards if the aircraft is upside down The "hover in one area for extended periods" part implies a normal orientation to me.

Lift in this case isn't the general use form. In terms of aircraft, it can be pointed in any direction. My concern was more that it be clear that helicopters can take off in a purely upwards direction, but that seems apparent now with the added words, "without requiring the aircraft to move forward. In regards to the helicopter, if it were to orient the rotor perpendicular to horizontal, there would be no lifting effect, although the rotor blades can be said to still be generating "lift" as a pressure differential created by an object moving through a fluid. The same can be said for a helicopter's inverted flight, there is no longer a force opposing weight, therefore the aircraft becomes an artificially accelerated "rock", with the rotor propelling it downwards rather than "lifting" it.

The quality and benefits of its self-induced acceleration towards the ground will simply become an academic discussion of the accident investigation board in short order unless the pilot acts to return the rotor system to a "lifting" orientation and prevent it from being torn up as the aircraft accelerates to terminal velocity. The benefits and advantages of helicopters are not because the rotor blades produce a force named "lift" no matter which direction the rotor is directed, they are because the rotor blades rotating through the air generate that force without requiring forward motion.

The misunderstanding seems to be that rotor blades can generate "lift" if they are oriented the same as a propeller or any other direction, but it is the entire rotor that lifts the helicopter vertically and allows it to descend under powered control in the same vertical direction. The lift described by vertical flight and hovering is the basic aerodynamic force and not the "lift" force of each rotor blade which contributes to it. Just when does this commercially-rated helicopter pilot, with thousands of hours, qualify to describe what the benefits of a helicopter are and how they are achieved? But this has to do with the best way to present the explanation to the lay person.

It's more a writing issue than it is a helicopter issue. If the concern is specifically to say that helicopters can take off in a perfectly upwards direction, and we've just shown that lift is not by definition necessarily in that perfectly upwards direction, then it wouldn't be unreasonable to add something like that in: Although as I said, I think the fact that you said the craft doesn't need to move forward is probably enough. It's also questionable to refer to helicopters as VTOL aircraft, as generally that term is only used for fixed-wing aircraft. But it's not necessarily incorrect so I'll leave that up to you, being the resident expert.

That is where a person doesn't really know anything other than what they've read in Wikipedia. Wikipediopia can only portray themselves as having knowledge from within Wikipedia where the knowledge is already bolstered by the "consensus" of Wikipedia. And thrust, when applied in an upwards direction, is lift. So, we have groups of people who don't really know anything except for what they read. Not surprising at all, I find life easily explained that way. Hey, maybe we can Google to see if lift is up or down. That is where a person makes completely unfounded assumptions, like presuming to know where a person got his claims from, simply because a certain source seems to match what he says.

It's a shame you didn't think of the whole thrust thing for your first response, 'cause then all this might've been avoided, eh? I do happen to know a thing or two about aircrafts myself, and in all the years in which I've considered it a hobby, I have never once come across the term VTOL describing helicopters. It also makes practical sense to me, since VTOL was coined to distinguish a class of fixed-wing aircraft; ie. Whereas helicopters have that ability by definition already. You shouldn't make assumptions. Here's an abbreviated look at what a real encyclopedia has to say. And, I never said I wasn't arrogant.

I already said I would leave it up to you. I was only explaining my reasoning, since you thought I had only read it off Wikipedia. And I'm glad you agree that you're arrogant. I hope you'll therefore be more careful about making unfounded assumptions in the future. I have other somewhat founded assumptions to make, but the rise out of that last one served well enough. Denying one criteria may confirm another, and so, one brackets the target with indirect fires until one hits the target or else the target presents itself as a direct fire opportunity.

It is probable that you will not understand beyond the second sentence, but I'm really writing it for me, rather than for your benefit. Again though, excellent job on editing that paragraph you didn't want to edit. I'm glad I could motivate you to improve it. Oh, it seems I have done quite a bit of motivating you to do your own writing and this is just the last comment. There's more where that came from, I'm sure. And what we find is that what we see on this page didn't always look the same as how we find it. By the way, I'm still looking at " I will make no assumptions as to which one may be the truth, I simply share with all the source of these thoughts.

I've lived in America all my life. My mother's actually a reading teacher! The aircraft thing just isn't something everyone knows how to use correctly. You see it as obvious, no doubt due to your experience in the field. Even so, that's one tiny letter you're citing; hardly evidence of anything. Yeah I do tend to edit my comments a lot, it's a weakness. My initial responses are often more emotional than I would have liked, much like your final responses, only I see that as something shameful. So once I've let out my frustration I make the comment into something less infantile.

Regardless, the fact remains that in the end I was a positive motivator for you, a fact for which I'm quite proud. You did a great job, and you should be proud of yourself too. Good catch, adding in "the" where you missed it. I'll give you the benefit of the doubt and not conclude that this must mean you're not a native English speaker. And sometimes, your 5th and 6th responses seemed as emotional as the first. Still, it was nice that you could own up to the fact that it was all to prevent appearing more "infantile" than me I win, but I was so pulling for a non-native English speaker.

I'm glad you lost there, too. Good luck with your next adventure. I just noticed the "I win" there. Yes, you sure do win. I had written this bit to insert. You may take what you like to amend what is currently in the article. I shall presently provide a reference for it. After many ground tests and an accident, it first took flight on 26 June Within a short time, the aircraft was setting records with pilot Maurice Claisse at the controls. On 14 Decemberhe set a record for closed-circuit flight with a m diameter. The next year, on 26 SeptemberClaisse set a height record of m.

And, finally, on 24 Novemberhe set a flight duration record of one hour, two minutes and 5 seconds over a 44 km closed circuit at Helicopters and other rotorcraft since Before I consider sending the article off on it's way, I have a question. What makes this article so important that it does belong in this release? Everyones' lives have improved in some way due to helicopters, from allowing people to obtain more accurate traffic reports to finding criminals to transporting patients in an emergency. The article not only describes these uses but also explains the intricate and incredible technology behind them, along with their history. I personally don't think there's any question about this article's importance.

His relatively large machine had two, two-bladed, counterrotating rotors. As de la Cierva, he provided the blades with hinges that allowed for flapping and a feathering capability to change blade pitch. Control was achieved by using auxiliary wings or servo-tabs on the trailing edges of the blades, a concept that was later adopted by others, including Bleeker and Kaman. D'Ascanio designed these servo-tabs so that they could be deflected cyclically by a system of cables and pulleys, thereby cyclically changing the lift on the blade as it swept around the rotor disk. For vertical flight, the tabs on all the blades moved collectively to increase the rotor thrust.

Three small propellers mounted to the airframe were used for additional pitch, roll, and yaw control. This machine held modest FAI speed and altitude records for the time, including altitude 57 ft, I previously removed the above entry regarding the Italian d'Ascanio because it didn't have a reference and the stated achievements conflicted with the referenced achievements of Oemichen.

Sikorsky and Boeing Give us a Glimpse of Their New Attack Helicopter Concept

Sikorsky had initially pitched this ga,lery to the Army as a replacement for the OHD Kiowa Warrior scout helicopters. Concepts for the Raider had featured two traditional side-mounted weapons pylons and space inside for six combat troops. VEERTICAL it appears, Sikorsky and Boeing have split that xpeed into two distinct FVL-M subtypes, though it still supposedly intends Dating afiliate single chat dating market the S separately. LIFFT The S Raider prototype.

Both Defiant types will also benefit from decades of work at Lockheed LFT, Sikorsky, and Boeing, as well as other firms they had datibg. purchased in the past, such as Piasecki. Sikorsky itself became a subsidiary of Lockheed in On April rating.,Bell said its Rah rah gallery speed dating. ENGINEERING THE FUTURE OF VERTICAL LIFT, a tilt-rotor derived in part from the V Osprey, was 95 percent ready for those trials. Bell has shown plans to develop a more unified design that can perform both transport and attack duties depending on its configuration. According to Bell, the Valor has the same hot-and-high performance as the Defiant, but boasts a top speed 40 miles per hour faster than the Sikorsky-Boeing product.

At the time this seemed to be a damning indictment of the V Valor concept and its tilt-rotor technology, but Bell has continued with the program and it has drawn big interest from the Pentagon and foreign governments alike. Bell's own artwork and teasers have depicted gunship versions with missiles launchers that retract into the fuselage or are otherwise hidden behind sliding panels. Onevideo also has a version with externally-mounted rocket pods and a chin-mounted cannon or machine gun, too. With these relatively close performance specs, a compound helicopter that is closer to a existing designs and footprint might present a more cost-effective option than a tilt-rotor.

Historically, the costs and complexities of tilting wing aircraft have been considerably higher than conventional aircraft or helicopters. InJapan became the first foreign customer for the Bell-Boeing V Osprey, despite decades of steady improvements to the design and repeated reports of interest outside the United States. Bell And cost is likely to be the biggest determining factor in the project.