By Geoffrey R. Grimmett, David R. Stirzaker
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Extra info for Probability and Random Processes (3rd Edition)
QXD 14/9/09 15:18 Page 32 32 LIFT Fig. 28 Relative air flow velocities in forward flight air therefore actually ﬂows backwards relative to the blade on this portion. These factors severely limit the maximum speed of conventional helicopters. 10 mph in 1986. This is less than half the speed attained by the fastest propeller-driven conventional aircraft. A complete description of helicopter aerodynamics is beyond the scope of this book, but the above outline gives some idea of why rotating wing aircraft have not displaced ﬁxed wing types, despite the obvious attraction of vertical take-off and landing.
3, by the starting vortex. In the next chapter, we describe how this starting vortex is formed. A strong starting vortex is formed and left behind just above the runway when the aircraft rotates at take-off. More starting vorticity is produced and left behind whenever the aircraft produces an increase in wing circulation. An additional starting vortex is thus formed, when an aircraft starts to pull out of a dive. The counterpart of starting vorticity is stopping vorticity, which rotates in the opposite sense, and is shed every time the circulation is reduced, as on landing.
Landing a conventional interceptor aircraft is if anything more hazardous. The disadvantages of direct lift are largely outweighed by the operational advantages of vertical take-off and landing, as was well demonstrated by the Harriers during the Falklands conﬂict. Lift from rotating wings In the helicopter the rotor blades are, in effect, long rotating wings of small chord. The blades are mounted on an engine-driven shaft. As they move through the air, they generate lift in the same way as a ﬁxed wing.