Download A6M Zero in action by Shigeru Nohara PDF

By Shigeru Nohara

Завершая выкладывать (имеющееся у меня) публикации о японских ВВС времен Второй мировой войны, предлагаю вниманию заинтересованных читателей англоязычное издание о самолете A6M 0. Выпуск богато иллюстрирован, и даже слабо разбирающиеся в английском языке читатели найдут для себя что-то интересное. Дополнительную пикантность публикации придает то, что автор текста и части иллюстраций - японец.

Ещё о A6M Zero:
Война в воздухе № three: A6M Zero

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Война в воздухе № four: Японские асы. Армейская авиация.
Война в воздухе № 15: Японские асы. Морская авиация.
Война в воздухе № 23: Ki forty three Hayabusa. Основной истребитель японских ВВС. Часть1
Война в воздухе № 24: Ki forty three Hayabusa. Основной истребитель японских ВВС. Часть2
Война в воздухе № 25: D3A Val, B5N Kate Ударные самолеты японского флота.

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They continuously make judgements of the quality of their flight path management and apply any required corrections through their controllers. The pilot’s acceptance of any new function or new method of achieving an existing function that assists the piloting task is so important that it is vital that prototypes are evaluated with test pilots prior to delivery into service. , the development of new handling criteria, new helmet-mounted display formats or multi-axis sidesticks. Pilot-subjective opinion of quality, its measurement, interpretation and correlation with objective measures, underpins all substantiated data and hence needs to be central to all new developments.

But the objective criteria at that time were more oriented to the stability and control characteristics of aircraft than to their ability to perform tasks well. The relationship clearly is important but the lack of task-oriented test data meant that early attempts to define criteria boundaries involved a large degree of guesswork and hypothesis. Once the two ingredients essential for success in the development of new criteria, taskorientation and test data, were recognized and resources were channelled effectively, the combined expertise of several agencies focused their efforts, and during the 1980s Helicopter Flight Dynamics 4 and 1990s, a completely new approach was developed.

In hover the responses are uncoupled with collective pitch resulting in coning and cyclic pitch resulting in rotor disc tilting. The concept of the rotor as a coning and tilting disc (defined by the rotor blade tip path plane) will be further developed in the modelling chapters. The sequence of sketches in Fig. 6 illustrates how the pilot would need to apply cockpit main rotor controls to transition into forward flight from an out-of-ground-effect (oge) hover. Points of interest in this sequence are: (1) forward cyclic (η1s ) tilts the rotor disc forward through the application of cyclic pitch with a maximum/minimum axis laterally – pitching the blade down on the advancing side and pitching up on the retreating side of the disc; this 90◦ phase shift between pitch and flap is the most fundamental facet of rotor behaviour and will be revisited later on this Tour and in the modelling chapters; (2) forward tilt of the rotor directs the thrust vector forward and applies a pitching moment to the helicopter fuselage, hence tilting the thrust vector further forward and accelerating the aircraft into forward flight; (3) as the helicopter accelerates, the pilot first raises his collective (ηc ) to maintain height, then lowers it as the rotor thrust increases through so-called ‘translational lift’ – the dynamic pressure increasing more rapidly on the advancing side of the disc than it decreases on the retreating side; cyclic needs to be moved increasingly forward and to the left (η1c ) (for anticlockwise rotors) as forward speed is increased.

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