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Tail Chopper V 0.9



There are numerous variants, including the Mi-8T, which, in addition to carrying 24 troops, is armed with rockets and anti-tank guided missiles. The Mil Mi-17 export version is employed by around 20 countries; its equivalent in Russian service in the Mi-8M series. The only visible differences between the Mi-8 and Mi-17 are A) the position of the tail rotor (Mi-8 right side, Mi-17 left side), B) the shape of the exhausts (Mi-8 circular, Mi-17 oval), and C) Dust shields in front of engine air intakes for the Mi-17. Also Mi-17 has some improved armour plating for its crew. The naval Mil Mi-14 version is also derived from the Mi-8.[12]




Tail Chopper v 0.9



The Mi-8 is constantly improving and the newest version still remains in production in 2016. However the second generation of the Mi-8 was changed to a tractor-tail rotor configuration as this configuration has increased yaw authority from the upwards advancing tail rotor blades into the downwash. The increase of the airspeed flowing over the rotor blades increases overall tail rotor effectiveness and yaw authority, whereas with the 'Pusher' tail rotor configuration the advancing rotor blade moves downwards. This decreases the airspeed across the rotor blade, reducing its overall effective yaw authority.[12][citation needed]


In principle everything that applies to real helicopters, applies also to helicopters in FlightGear. It is important to be familiar with fundamental helicopter manoeuvres. Some details are simplified in FlightGear, in particular the engine handling and some overstresses are not simulated or are without any consequence. In FlightGear it is not possible to damage a helicopter in flight.


For controlling the tail rotor you should have pedals, or at least a joystick that can twist in in a yawing motion. You may have to turn off auto-coordination, as you need full controls for the tail rotor. This can be done by adding the flag --enable-auto-coordination in either the FlightGear Qt launcher or the command line


The helicopter is controlled by four functions. The stick controls two of them, the inclination of the rotor disc (and thus the inclination of the helicopter) to the right/left and forwards/back. Together these functions are called cyclic blade control. Next there is the collective blade control, which is controlled by the thrust controller. This causes a change of the thrust produced by the rotor. Since the powering of the main rotor transfers torque (as a twisting or turning force) to the fuselage, this must be compensated by the tail rotor. Since the torque is dependent on the collective and on the flight condition as well as wind can add additional torque on the fuselage, the tail rotor is also controlled by the pilot using the pedals. If you push the right pedal, the helicopter turns to the right. The pedals are not a steering wheel. Using the pedals you can yaw helicopter around the vertical axis. The number of revolutions of the rotor is kept constant (if possible) by the aircraft.


Helicopters are natural unstable. It is like balancing a ball sitting on another bigger ball, which is sitting on a much bigger ball. Every control input leads to another control input to compensate: So if you increase the collective, you have to push the pedals to compensate the torque. With this you are increasingthe tail rotor thrust and the helicopter wants to drift to the side. So you have to compensate this with the stick...And so on, and so on.


You may wonder about that the heli banking to the side. Don't worry, thats normal for helicopters. Due to the thrust of the tail rotor and the fins which also prevents the effect of the main rotor torque, the helicopter is pushed to one side. The helicopter would drift laterally. So to keep the heli straight you have to counteract this effect. That means you have to steer the helicopter so that you don't drift away- so bank the heli against the drift. The more tail rotor thrust you give, the more banking you will have. As an example while hovering. In cruise the fins will take over more and more the work of the tail rotor and will produce the same effect. The side of the banking depends on the direction of turn of the main rotor: Counterclockwise --> left banking. Clockwise --> right banking.That's the reason why on modern helicopters like the EC135 the attitude indicator is even mounted with a bank on the panel.


The following video shows how to turn the helicopter in a hover about a spot.This is quite difficult, as the helicopter tends to drift to the side due the tail rotor thrust. Not only that, the tail rotor is "stealing" power from or "giving" power to the main rotor. If you turn to the right with the BO 105 the helicopter will descend, turning to the left it will climb.


It is worth mentioning autorotation briefly. This is an unpowered flight condition, where the flow of air through the rotors rotates the rotor itself. At an appropriate altitude select a landing point (at first in the size of a larger airfield) and then switch the engine off by pressing {. Reduce collective to minimum, place the tail rotor to approximately 0 degrees incidence (with the Bo push the right pedal about half , with Russian or French helicopters (like the Alouette 2) the left). Approach at approximately 80 knots. Don't allow the rotor speed to rise more than a few percent over 100%, otherwise the rotor will be damaged (though this is not currently simulated). As you reach the ground, reduce the airspeed by lifting the nose. The descent rate will drop at the same time, so you do not need to pull the collective. It may be the case that the rotor speed rises beyond the permitted range. Counteract this by raising the collective if required. Just above the ground, reduce the descent rate by pulling the collective. The goal is it to touch down with a very low descent rate and no forward speed. With forward speed it is easier, but there is a danger of a roll over if the skids are not aligned parallel to the flight direction. During the approach it is not necessary to adjust the tail rotor, since without power there is almost no torque. If you feel (after some practice), that autorotation is too easy, try it with a more realistic payload via the payload menu.


Reducing File System Tail Latencies with ChopperWe present Chopper, a tool that efficiently explores thevast input space of file system policies to find behaviorsthat lead to costly performance problems. We focusspecifically on block allocation, as unexpected poorlayouts can lead to high tail latencies. Our approachutilizes sophisticated statistical methodologies, based onLatin Hypercube Sampling (LHS) and sensitivity analysis,to explore the search space efficiently and diagnoseintricate design problems. We apply Chopper to study theoverall behavior of two file systems, and to study Linuxext4 in depth. We identify four internal design issues inthe block allocator of ext4 which form a large tail in thedistribution of layout quality. By removing the underlyingproblems in the code, we cut the size of the tail by anorder of magnitude, producing consistent and satisfactoryfile layouts that reduce data access latencies. Jun He, Duy Nguyen, Andrea C. Arpaci-Dusseau, Remzi H. Arpaci-Dusseau The 13th USENIX Conference on File and Storage Technologies (FAST '15), Acceptance rate 28/130 = 21.5% Paper Code


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Abstract:We present in this paper a fully integrated low-noise high common-mode rejection ratio (CMRR) logarithmic programmable gain amplifier (LPGA) and chopped LPGA circuits for EEG acquisition systems. The proposed LPGA is based on a rail-to-rail true logarithmic amplifier (TLA) stage. The high CMRR achieved in this work is a result of cascading three amplification stages to construct the LPGA in addition to the lower common-mode gain of the proposed logarithmic amplification topology. In addition, the 1/f noise and the inherent DC offset voltage of the input transistors are reduced using a chopper stabilization technique. The CMOS 180 nm standard technology is used to implement the circuits. Experimental results for the integrated LPGA show a CMRR of 140 dB, a differential gain of 37 dB, an input-referred noise of 0.754 μVrms, a 189 μW power consumption from 1.8 V power supply and occupies an active area of 0.4 mm2.Keywords: EEG acquisition system; front-end amplifier; high CMRR; 1/f noise; logarithmic programmable gain amplifier; chopper stabilization technique


Note: When converting vehicles with ABS to an LED tail light, it may be necessary to install a 7.5 ohm resistor (e.g. Order no.: 10032089) as well. Please be sure to consult your local motorcycle workshop about this before making the modification.


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