k**********4
发帖数: 16092 | 1 安全省油容易操作老美肯定喜欢,怎么没人开发这个项目 | s*****r
发帖数: 43070 | | l*******2
发帖数: 1 | 3 特种部队搞侦察和渗透用的，这东西载重250公斤，一口气飞600公里，最大时速180公
里/小时，最大高度3300米
【在 s*****r 的大作中提到】
: 军队用来搞侦查吗，或者简易化运输？
| n********g
发帖数: 6504 | 4 老美没高山上的东突
【在 k**********4 的大作中提到】
: 安全省油容易操作老美肯定喜欢,怎么没人开发这个项目
| l*******2
发帖数: 1 | 5 关键是美国人很多有私人飞机，几万美元一架，没这个需求
【在 n********g 的大作中提到】
: 老美没高山上的东突
| n********g
发帖数: 6504 | 6 轻型飞行器不需要飞照，驾照就行了。
【在 l*******2 的大作中提到】
: 关键是美国人很多有私人飞机，几万美元一架，没这个需求
| h*****o
发帖数: 1 | 7 不适合家用。起飞降落都需要滑行20到80的距离。
原理类似风筝，不是直升机 | k**********4
发帖数: 16092 | 8 不是家用，搞个俱乐部，周末玩儿玩儿,当天就能往返洛杉矶和三番
【在 h*****o 的大作中提到】
: 不适合家用。起飞降落都需要滑行20到80的距离。
: 原理类似风筝，不是直升机
| l********e
发帖数: 3986 | 9 抗风能力很差，操控困难，无法全天候作战，中国造不起直升机，拿这个三蹦子自欺欺
人。
所谓安全，无非就是飞的低，速度也低，载重也低，个人在好天气的白天里的玩具。
这个如果真能飞，魏蜀吴要和三哥阅兵一样，用卡车扛着而不是自己飞。 | g******t
发帖数: 11249 | 10 伞兵抗风能力更差
【在 l********e 的大作中提到】
: 抗风能力很差，操控困难，无法全天候作战，中国造不起直升机，拿这个三蹦子自欺欺
: 人。
: 所谓安全，无非就是飞的低，速度也低，载重也低，个人在好天气的白天里的玩具。
: 这个如果真能飞，魏蜀吴要和三哥阅兵一样，用卡车扛着而不是自己飞。
| | | h*****o
发帖数: 1 | 11 飞机不好玩。主要是起降都在机场，降落后你还得有车
【在 k**********4 的大作中提到】
: 不是家用，搞个俱乐部，周末玩儿玩儿,当天就能往返洛杉矶和三番
| l********e
发帖数: 3986 | 12 速度很慢，比高速上的车还慢，从山鸡到三藩航程还不够。
【在 k**********4 的大作中提到】
: 不是家用，搞个俱乐部，周末玩儿玩儿,当天就能往返洛杉矶和三番
| c***m
发帖数: 53 | 13 用来通勤不错
【在 k**********4 的大作中提到】
: 安全省油容易操作老美肯定喜欢,怎么没人开发这个项目
| g********0
发帖数: 6201 | 14 反坦克（可以打遍所有二流坦克和乞丐版的M1A2艾布拉姆斯坦克）
https://www.youtube.com/watch?v=8bvhMrRUriI
【在 s*****r 的大作中提到】
: 军队用来搞侦查吗，或者简易化运输？
| l******t
发帖数: 55733 | 15 你高速开180？能活到现在是个奇迹
【在 l********e 的大作中提到】
: 抗风能力很差，操控困难，无法全天候作战，中国造不起直升机，拿这个三蹦子自欺欺
: 人。
: 所谓安全，无非就是飞的低，速度也低，载重也低，个人在好天气的白天里的玩具。
: 这个如果真能飞，魏蜀吴要和三哥阅兵一样，用卡车扛着而不是自己飞。
| l******t
发帖数: 55733 | 16 十个小时就能学会，学开车还得72个小时，看来你智商确实有问题
【在 l********e 的大作中提到】
: 抗风能力很差，操控困难，无法全天候作战，中国造不起直升机，拿这个三蹦子自欺欺
: 人。
: 所谓安全，无非就是飞的低，速度也低，载重也低，个人在好天气的白天里的玩具。
: 这个如果真能飞，魏蜀吴要和三哥阅兵一样，用卡车扛着而不是自己飞。
| l********e
发帖数: 3986 | 17 廊五，高速上开180公里时速不是奇迹，只有110 mph.
这种旋翼机巡航速度就是75mph,就是标准高速速度。
【在 l******t 的大作中提到】
: 你高速开180？能活到现在是个奇迹
| l********e
发帖数: 3986 | 18 Autogyros Flight characteristics
Autogyros are often regarded by fixed-wing aircraft pilots as "dangerously
unstable", which is certainly true if one tries to fly an autogyro using
fixed-wing principles. Piloted properly, a autogyro is slightly safer than a
fixed-wing aircraft because it cannot stall. A "stall" does not mean an
engine-out event, it means a fixed wing aircraft is travelling too slowly
for the wings to produce lift. Since the rotor of a autogyro is always
spinning, it cannot stall. If forward airspeed becomes zero, the autogyro
will slowly drift to the ground, rotor still spinning. A vertical landing in
this manner will not critically damage most autogyros.
One weakness in certain types of autogyro is pitch instability (pitch is the
tilting up or down of the craft as viewed from the front or the back).
Pitch instability can be a problem because autogyros lose rotor control
authority in negative-G forces (positive-G forces push people into their
seats; negative-G forces make people float out of them, such as driving over
a hump back bridge at high speed in an automobile). Negative-G forces "
unload the rotor" and rotor control authority is lost. A flying autogyro
hangs from the rotor much like an object hung from a string. As long as the
plane is hanging from the rotor, stability is maintained. The instant zero
or negative-Gs are introduced, rotor speed begins to decay and the forces
stabilizing the plane are lost.
Negative-Gs can be caused by Pilot-Induced Oscillation, or PIO. PIO happens
when a pilot adjusts his pitch too much too quickly, then makes a countering
control input to bring the pitch back. The countering input often
overcompensates, and the autogyro begins to buck like a bronco. You can see
a similar effect when some learner-drivers are doing kangaroo-hops in a car
with a stick shift and clutch. This is most likely at higher engine throttle
settings. If the pilot continues to fight the plane, the rotor (which is
flexible) can slow down due to the lack of positive G force, and can flop
down and strike the spinning propeller, which destroys both and sends the
autogyro into an uncontrolled fall. The way to avoid this during an
incipient PIO is to apply gentle back pressure on the stick (to raise the
nose in pitch) and cut engine power. Note that this is the exact opposite of
what fixed-wing pilots are trained to do when in trouble, which has led to
some unfortunate accidents and the autogyro's undeserved reputation for
being "dangerous."
Another danger is "bunting over" or a Power Push-Over (PPO). An autogyro's
vertical airspeed (climb or sink rate) is directly coupled to airspeed.
Increase forward airspeed, increase rate of climb. In order to maintain
level flight at high engine throttle settings, the pilot must tilt the rotor
forward to prevent climbing and maintain level flight. The rotor thus
becomes more nearly horizontal, and the control stick becomes more sensitive.
Too much forward stick, and the autogyro's rotor can aim down towards the
ground. When this happens, negative-gees occur, rotor speed drops too low to
provide lift, and a high-thrust line autogyro is then pitched forward by
the propeller thrust and tumbles end-over-end in a somersault. It is
virtually impossible to regain control after a full PPO.
Two factors can lead to pitch instability: no or too small horizontal
stabilizers (h-stabs) on too short a tail and high thrust line propeller
placement which destabilises the force diagram. A large h-stab, ideally in
the prop wash (where the propeller blows on it) will reduce the tendency of
an autogyro to bunt over as a result of improper control input by damping
the control response.
If the propeller thrust line in an autogyro is high -- meaning the axis of
propeller power is above the centre of gravity for the aircraft -- the
autogyro tends to pitch forward under sudden power application (see PPOs
above, as for why this is Bad). (Unfortunately, Bensen-type autogyros have a
notably high thrust line.) If the thrust line is low, the autogyro tends to
pitch up under sudden power application, which is harmless. It's difficult
to have a low thrust line without a really tall autogyro (such as a "
Dominator" style) however, so most autogyro designs simply try to get the
thrust line as low as possible though still being slightly above the centre
of gravity.
In spite of these dangers, most autogyros are designed to reduce them. Also,
the majority of autogyro pilot training involves avoidance of PIO and PPOs.
Autogyro rotors usually feature a teeter-hinge in the middle. Picture a
autogyro or helicopter from above, rotor spinning clockwise. If the aircraft
is flying forward, the rotor tips on the left are travelling faster than
the aircraft, while those on the right are actually going backwards relative
to the craft. If the rotor blades were fixed, this would produce uneven
lift -- more lift on the left side, since those blades are travelling faster
. The teeter hinge on each blade lets it "flap" up and down. As the blade
swings on the left, the increased speed makes it flap up with a greater
angle of attack to the relative wind. This increases drag and reduces lift.
As it swings to the right, it's now going slower, relative to forward speed.
This reduced drag lets it flap down and get a better bite into the air,
increasing lift.
Pitch is controlled by a conventional joystick coupled to the rotor. Pulling
back on the stick tilts the rotor back, increasing lift and decreasing
forward airspeed. Pushing forward on the stick decreases lift and increases
airspeed, as long as it is not pushed much beyond horizontal (see PPO above)
. The plane's direction is controlled by rudder pedals.
【在 l********e 的大作中提到】
: 廊五，高速上开180公里时速不是奇迹，只有110 mph.
: 这种旋翼机巡航速度就是75mph,就是标准高速速度。
| l********e
发帖数: 3986 | 19 旋翼没有动力，土鳖的更简单，因为只有10小时训练，所以控制只有尾桨，如何飞只能
听天命。
这就是阅兵是为什么要用卡车扛着，如果自己放开飞，有可能撞到天安门。
a
in
【在 l********e 的大作中提到】
: Autogyros Flight characteristics
: Autogyros are often regarded by fixed-wing aircraft pilots as "dangerously
: unstable", which is certainly true if one tries to fly an autogyro using
: fixed-wing principles. Piloted properly, a autogyro is slightly safer than a
: fixed-wing aircraft because it cannot stall. A "stall" does not mean an
: engine-out event, it means a fixed wing aircraft is travelling too slowly
: for the wings to produce lift. Since the rotor of a autogyro is always
: spinning, it cannot stall. If forward airspeed becomes zero, the autogyro
: will slowly drift to the ground, rotor still spinning. A vertical landing in
: this manner will not critically damage most autogyros.
| l********e
发帖数: 3986 | 20 这么安全的飞机，为什么要用卡车扛着而不是自己飞，还不是怕一阵风就吹到天安门上。
土鳖还是有几个明白人，不像你们这群廊五傻逼。
【在 l******t 的大作中提到】
: 十个小时就能学会，学开车还得72个小时，看来你智商确实有问题
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