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octagon last won the day on August 6 2018

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About octagon

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  1. Somehow the Bee Gees fit the Robbie perfectly, awesome video.
  2. Sorry, butters, didn't mean to sound like it was a complaint or anything. Your explanation makes sense. I just have never seen an industry with this dynamic before, it's really strange to me.
  3. I don't understand the economics of this. An R-44 is worth around three quarters of a million dollars these days, how does it make economic sense to put the machine in the hands of a pilot who will accept $10/hour in wages? I guess there are highly skilled, experienced pilots who are retired and just want to fly?
  4. Sorry for two separate posts, but I think there is a size limit for attachments.
  5. Also, since LTE happens in high power, low airspeed environments it seems like it makes entering autorotation kind of a moot point, unless you are operating outside the shaded area of the height-velocity diagram. This seems extremely unlikely unless you're in a 500' hover or something.
  6. I hate to ruin a great thread with a stupid question, so apologies in advance. But I am puzzled by the effects of LTE. I read AC-90-95 and it makes perfect sense to me, intuitively. In that AC they make a special note that it's normal to operate in conditions that are conducive to LTE, and that the danger lies in not being prepared for it and allowing an uncommanded right yaw rate to develop into a loss of control situation. But the procedure they recommend also states that you may need to enter autorotation to stop the yaw. What I don't really grasp is how LTE can develop into a situation t
  7. Do all users require moderator approval to post in this forum? Is there anything I can do to apply for permission to post here without the delay of moderator approval? Not a big deal, I don't mind it, just curious.
  8. My understanding of the effect of dissymmetry of lift was that an imbalance between the advancing and retreating blades, for example as airspeed is increased, results in fore-and-aft tilting of the rotor disc (flap back), which is corrected by forward cyclic. The pilot increases pitch of the retreating blade relative to the advancing blade by applying forward cyclic, not right cyclic -- is that not correct? My understanding of the need for left cyclic when transitioning through ETL is due to an imbalance in lift production between the forward and aft halves of the rotor disc (inflow roll/tra
  9. Figure 2-33 is very interesting, so I found a copy of FM 1-51 from 1974 and bought it online. Excellent purchase but unfortunately there is no in-depth explanation of that diagram in the FM. I'm wondering about the lateral displacement of the cyclic in the diagram. In a hover some left cyclic is needed to correct for the translating tendency caused by the tail rotor thrust, and at low forward airspeed left cyclic must also overcome the rolling tendency caused by the transverse flow effect, so that part seems straightforward. At higher speeds it seems reasonable that transverse flow effect is
  10. Yeah, I realized just after posting that how silly an "overslung" hub would be. Like if you inverted the normal underslung hub so the tettering hinge was below the plane of the rotor disc. You'd basically have a flexible shaft then, and the "correction" applied when the blades flap would be in the wrong direction. The shaft would want to whip and the rotor would tend to whirl about the shaft axis pretty vigorously. I don't think you'd be able to fly a helicopter with a hub like that.
  11. https://patents.google.com/patent/US4580945A/en I am curious about the tradeoffs involved there. Not much info on "overslung" rotor systems.
  12. I really enjoy Mr. Schramm's explanation: The whole series of Helicycle engineering videos is pretty great.
  13. http://helicopterforum.verticalreference.com/topic/7512-r22-fuel-stick/
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