Watch and listen carefully to Mr. Learmount’s point of view which has been deemed to be of considerable interest as far as the 2009 AF 447 crash is concerned. Please notice that there are interesting acronyms such as GIGO (Garbage in – Garbage out), and LOC – if it is well known as “Loss of Consciousness” – means “Loss of Control” here. Special thanks to Xavier Cotton (Passion pour l’aviation webmaster) who has found out this video:
The Lockheed Martin P-791 – say “Pi-seven-ninety-one” – is a hybrid air vehicle as she is an actual multirole aircraft. She can be an aerostatic, aerodynamic, manned, unmanned, cargo, all-terrain and ISR (Intelligence Surveillance and Reconnaissance) airship as shown in the video below:
The Sikorsky X2 Technology demonstrator reportedly broke the speed record for rotorcraft on Monday at a maximum speed of 225 knots (417 km/h).
The previous record had been set by Trevor Egginton on a Westland G-Lynx at a speed of 216 kts (400 km/h) on August 11, 1986. The fly-by-wire X2 helicopter was flown by Kevin Bredenbeck. Unfortunately, the test flight performance was not officially.
With a counter-rotating coaxial rotor, and its brand new tail configuration, the X2 is more maneuverable as the helicopter gains in speed. Moreover, the X2 would be excellent at low-speed handling as well as hovering.
The X2 Technology demonstrator combines an integrated suite of technologies intended to advance the state-of-the-art, counter-rotating coaxial rotor helicopter. It is designed to demonstrate that a helicopter can cruise comfortably at 250 knots while retaining such desirable attributes as excellent
Thanks to its integrated auxiliary propulsion system – coaxial pusher prop concept, and to other assets among which its reduced hub drag, the Sikorsky X2 prototype should exceed the 250-knot benchmark (463 km/h)!
Crossover cables Flaperon pop-up mechanism and cylinder
Left wing flaperons
1Flaperon control linkage
Flaperon actuator (left wing)
Pushrods Left wing flaperons
Longitudinal control systems control pitch about the lateral axis of the aircraft. Many aircraft use a conventional elevator system for this purpose. However, aircraft that operate in the higher speed ranges usually have a movable horizontal stabilizer. Both types of systems are discussed in the following text.
ELEVATOR CONTROL SYSTEM – A typical conventional elevator control system is operated by the control stick in the cockpit, and is hydraulically powered by the elevator power mechanism. The operation of the elevator control system is initiated when the control stick is moved fore or aft. When the stick is moved, it actuates the control cables that move the elevator control bell crank. The bell crank transmits the movement to the power mechanism through the control linkage. In turn, the power mechanism actuates a push-pull tube, which deflects the elevators up or down. If the hydraulic system fails, the cylinder can be disconnected. In this condition the controls work manually through the linkage of the mechanism to actuate the elevators.
HORIZONTAL STABILIZER CONTROL SYSTEM – Horizontal stabilizer control systems are given a variety of names by the various aircraft manufacturers. Some aircraft systems are defined as a unit horizontal tail (UHT) control systems, while others are labeled the stabilator control system. Regardless of the name, these systems function to control the aircraft pitch about its lateral axis.