Kategori: Metin Çevirileri

İngilizce Metin When we calculate C of G positions on aircraft, we normally use a Reference Datum. All arms and moments forward of the Reference datum are treated as being negative (-) and all arms and moments aft of the Reference Datum are treated as being positive (+). Türkçe Çevirisi Uçaktaki G konumlarının C’sini hesapladığımızda, […]

İngilizce Metin The distance between the point of action of a force and the fulcrum is called the ‘arm and this distance is multiplied by the force to derive the turning effect or ‘moment ‘ about the fulcrum. The moment may be clockwise or anti-clockwise around the fulcrum depending on the direction of the applied […]

İngilizce Metin If a body is at rest under the action of several forces, the sum of the clockwise moments about any axis is equal to the sum of the anti- clockwise moments about the same axis. Türkçe Çevirisi Bir vücut birkaç kuvvetin etkisi altında dinlenirse, herhangi bir eksen hakkındaki saat yönünde anların toplamı, aynı […]

İngilizce Metin In the illustrated example, the beam is uniform with its C of G at its centre. The weights are identical and are equally distanced from the fulcrum. The balanced system we are examining complies with the ‘Principle of Moments’. Türkçe Çevirisi Gösterilen örnekte, kiriş merkezinde C G ile homojendir. Ağırlıklar aynıdır ve dayanak […]

İngilizce Metin We will revert to using the term weight for this section because weight is a force, mass is not. The principle underlying the balance of an aircraft can be illustrated by comparing it to a simple beam that is balanced on a fulcrum. In this case, the position of the fulcrum coincides with […]

İngilizce Metin I appreciate this has been a rather lengthy discourse but what is the point, after all, of learning how to establish a C of G position if you do not know why it was so important to do so in the first place? Türkçe Çevirisi Bunun oldukça uzun bir söylem olduğunu takdir ediyorum, […]

İngilizce Metin Finally, there is the question of the total loaded mass. The aircraft must be loaded so that the C of G is within its fore and aft C of G limits with the total mass of the aircraft within the safe permitted maximums for take-off and landing. Failure to achieve this puts the […]

İngilizce Metin Reflecting on what we have discussed, we should understand the need to have safe forward and aft limits to the C of G position. These limits are decided and published by the aircraft constructor. When the aircraft is being loaded with freight, passengers and fuel, we must ensure that this is done in […]

İngilizce Metin The C of G position actually moves around in flight as the aircraft experiences changes in mass. For example, fuel consumption creates changes in balance that depend on the positions of the fuel tanks in relation to the C of G. Passengers and crew tend to walk around, creating more changes in balance. […]

İngilizce Metin Returning to fixed wing aircraft, if the C of G position were to become aligned with the aircraft’s CP position, the aircraft would become oversensitive and very difficult to control due to its tendency to move off position followin the slightest disturbance or control movement. This would be like balancing the aircraft on […]

İngilizce Metin When we apply our thoughts to rotorcraft, a C of G that is too far forward can place excessive strain on the rotor head and limit control. Alternatively, a C of G too far aft will produce a tail-heavy situation that will severely limit forward speed and reduce the range as well as […]

İngilizce Metin If we look at the opposite case, where the C of G position is too far aft, the turning effect of the lift force is reduced resulting in a nose pitch up or tail-heavy tendency. In trying to compensate for this, effective control movement range would again be lost. With an increased tendency […]