Handling rules
Handling of the liftoplane requires certain handling actions to be performed in accordance with the specific flight state necessary for the respective flight or ground operation. The respective relations between such actions and particular flight or ground operations may be formalized in appropriate methods or handling rules. Such handling rules are presented below with sub-categorization on the basis of the flight and ground operations.
1. Acceleration on runway
Handling for this category of ground operations consists of the following steps:
- Setting high negative gain about -65 degrees.
- Setting the pitch and skew almost the same and slightly below zero and beginning to use the skew control for control the pitch.
- Establishing a high positive winding speed, where the positive direction is defined as the direction when the upper wings move forward, and keeping the PGS-state in accordance with the change in ground speed, having an acceleration of about 0.3g with a desired margin.
- Progressively decreasing the positive winding speed upon increasing of ground speed with a corresponding change of the PGS-state toward a gradual increase in the vertical thrust component, while maintaining high acceleration and having the consumed power close to the maximal value designed for the aircraft. The change of the PGS-state should consist in progressively decreasing of the magnitude of the negative gain with a simultaneous and progressive approaching of the small negative values of the skew and pitch toward zero.
2. Deceleration on runway
Handling for this category of ground operations consists of the following steps:
- Permitting for the rotors to enter in a deceleration of their rotation, but without dropping said winding speed below the level of about one third of the specific stagnation speed of said aircraft, where said specific stagnation speed is defined as the speed whose stagnation on the pitot-tube creates a pressure equal to the specific load of said wings of both rotors.
- Dropping the magnitude of high negative gain to a moderate value of about -40 degrees.
- Setting the skew equal to the current value of the pitch and beginning to use the skew control for control the pitch with common values.
- Progressively increasing the skew and pitch up to the value 90 degrees.
- Increasing the skew and pitch to around 120 degrees to maximize remaining deceleration after a significant drop in ground speed.
3. General in-flight handling
Handling for this generic category of flight operations consists of the following steps:
- Establishing the fuselage in the direction of the flight path of the aircraft or with some other controlled angle in the case of proximity to the ground, and continuing to retain the state of the fuselage, against changing the EMR, using the stabilators and the adjusting of CG.
- Enabling the A-mode biangular handling.
- Ensuring the main value of the biangular handling is higher then the opposite value of the biangular handling.
- Setting the skew value near to zero.
- Adjusting the main value of the biangular handling to a desired airspeed and horizontal acceleration at a particular vertical speed.
- Adjusting the opposite value of the biangular handling to a desired airspeed, performance and EMR.
- Adjusting the value and direction of the winding speed to have a desired vertical movement of the aircraft, while maintaining the values of biangular handling for a desired state of acceleration of the aircraft.
- Adjusting the skew value to optimize performance, the EMR and the flight path angle of the aircraft.
- Differentially adjusting the values of the biangular handling of the respective rotors to control the roll and yaw of the aircraft.
4. High powering recuperative descent with high speed
Handling for this category of flight operations adjusts the generic handling 3 by the following steps:
- Setting the skew about -5 degrees for both rotors.
- Progressively increasing the common main value of the biangular handling to about 10 degrees higher than the zero-lift alpha for the airfoil used on the wings of the rotors.
- Progressively decreasing the common opposite value of the biangular handling to about 3 degrees higher than the zero-lift alpha upon the increasing of the common main value.
- Progressively and simultaneously with the change in the biangular values, changing the winding speed to a high negative value of about -40 percent of the said specific stagnation speed, having a recuperating power of about two thirds of the maximal consuming power and a flight-path angle of about -13 degrees in the final state.
5. Middle powering recuperative deceleration in descent with middle speed
Handling for this category of flight operations adjusts the generic handling 3 by the following steps:
- Setting the skew about -15 degrees for both rotors.
- Progressively increasing the common main value of the biangular handling to about 14 degrees higher than the zero-lift alpha for the airfoil used on the wings of the rotors.
- Progressively decreasing the common opposite value of the biangular handling to about 6 degrees higher than the zero-lift alpha upon the increasing of the common main value.
- Progressively and simultaneously with the change in the biangular values, changing the winding speed to a high negative value of about -25 percent of the specific stagnation speed, having a recuperating power of about 40 percent of the maximal consuming power, a horizontal deceleration of about 0.1g and a flight-path angle of about -6 degrees in the final state.
6. Entering in a turn
Handling for this category of flight operations adjusts the generic handling 3 by the respective steps of the following subcategories of flight operations:
A. Ascending flight and cruise:
- Setting a positive difference between the main values of the biangular handling of the respective rotors at the outer and inner sides of the turn.
- Setting about half of it a negative difference between the opposite values of the biangular handling of the respective rotors at the outer and inner sides of the turn.
B. Gliding with optimal speed:
- Setting a positive difference between the main values of the biangular handling of the respective rotors at the outer and inner sides of the turn.
C. Descending flight:
- Setting a negative difference between the main values of the biangular handling of the respective rotors at the outer and inner sides of the turn.
- Setting about same a positive difference between the opposite values of the biangular handling of the respective rotors at the outer and inner sides of the turn, where the latter value being decreased by half when approaching a very high common main value of the biangular handling.
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