紧急求翻译,谷歌翻译不给力,从句翻不了 求各位大神帮忙!!!

nicholas2888

Up to this point our discussion has centered on theory of lift and the shape of airfoils best suited to the rotating wings of a helicopter. The second phase of this chapter will deal with the functioning of the flight controls. In a sense, dividing the subject into these two categories parallels the development of the helicopter. The first phase, roughly up until the early 1920's, dealt largely with the problem of perfecting rotors that were efficient enough to permit flight. The next step, through the 1930's and into the 1940's, was the perfection of control systems and mechanisms that would provide the capability for real flight at a fair rate of speed.
Our examination of the pilot's control system will be limited to one helicopter configuration, surely the best example, the type which incorporates one main overhead rotor with a small tail rotor at the rear of the fuselage. This classic form, perfected by Igor I.Sikorsky in the United States between 1939 and 1941, remains the predominant type today, although there have been many successful aircraft with various other rotor configurations. It should be noted that the control systems described here are not limited to the single main rotor type but are employed in one form or another in most helicopters, no matter what the rotor configuration.
With the Sikorsky configuration, the small tail rotor is intended to offset the torque reaction mentioned in earlier chapters. Torque has no effect while the aircraft is sitting on the ground, since the ship is prevented from rotating by the weight on the landing gear. But once the ship is clear of the ground, the torque effect tries to take over. The practical effect of this as far as the pilot is concerned is simply that the tail has a tendency to swing in one direction. To prevent this, a small anti-torque rotor is mounted at the tail, driven by an extension shaft from the engine transmission. This tail rotor is really more like an airplane propeller, since it turns much faster than the main rotor. To keep the helicopter moving straight ahead without turning, the pitch of the tail rotor blades must be just enough exactly to counteract the force of the torque reaction. On most helicopters with a single main rotor, the pitch of the tail rotor is adjusted so that at cruise speed the aircraft is trimmed to fly a straight course.
Besides holding the tail end of the fuselage straight against the twisting force of torque, this rear rotor provides control for steering to the right or left, as does the rudder of an airplane. This is accomplished by the pilot's foot pedals, which control the pitch angle of the tail rotor blades: by pressing on the right pedal, the pitch is decreased and the tail swings to the left

kccsong

Up to this point our discussion has centered on theory of lift and the shape of airfoils best
至于此点，我们的讨论集中于抬升理论及最适合直升机的旋转翼的机翼形状
suited to the rotating wings of a helicopter. The second phase of this chapter will deal with the
本章第二段将解决
functioning of the flight controls. In a sense, dividing the subject into these two categories
飞行控制的功能。从感觉上来讲，把此主题划分成两类来平行直升机的发展
parallels the development of the helicopter. The first phase, roughly up until the early 1920's,
在第一段，对1920年早期或以前进行了粗略概况。
dealt largely with the problem of perfecting rotors that were efficient enough to permit flight.
主要解决了可以飞行的足够效能的完美的转动体问题。
The next step, through the 1930's and into the 1940's, was the perfection of control systems
接下来，跨过1930年代进入1940年代，就是介绍在一般飞行速度下能提供真实飞行能力的完美的
and mechanisms that would provide the capability for real flight at a fair rate of speed.
系统和机械装置。
Our examination of the pilot's control system will be limited to one helicopter configuration,
我们的飞行员控制系统的测试对直升机结构是有局限的。
surely the best example, the type which incorporates one main overhead rotor with a small tail
最佳的例子就是，融合了在机身上方的主要旋转体及在机身后面的小的尾部旋转体的类型。
rotor at the rear of the fuselage. This classic form, perfected by Igor I.Sikorsky in the United
这种经典的形式，由美国人Igor I.Sikorsky 在1939年到1941年间进行了完善。
States between 1939 and 1941, remains the predominant type today, although there have
尽管曾经有过许多带有各种其他旋转体设计的成功的航空器，
been many successful aircraft with various other rotor configurations. It should be noted that
却保留了今天的主要的类型。应当注意到
the control systems described here are not limited to the single main rotor type but are
这里描述的控制系统对于单一的主要旋转体来说是没有局限性的，
employed in one form or another in most helicopters, no matter what the rotor configuration.
除了在大多数直升机上采用的一种或其他形式，无论什么旋转体结构。
With the Sikorsky configuration, the small tail rotor is intended to offset the torque reaction
带有Sikorsky结构的小尾部旋转体被设计成用于弥补前些章节中提到的扭矩作用。
mentioned in earlier chapters. Torque has no effect while the aircraft is sitting on the ground,
在航空器置于地面时，扭矩不起任何作用，
since the ship is prevented from rotating by the weight on the landing gear. But once the ship
因为通过机身重量作用于着陆转置，阻止了机身的转动。但一旦
is clear of the ground, the torque effect tries to take over. The practical effect of this as far as
机身与地面脱落，扭矩开始起作用。扭矩的实际作用比较简单，直到飞行员开始控制，此时尾部
the pilot is concerned is simply that the tail has a tendency to swing in one direction. To
有一种向一个方向摆动的趋势。
prevent this, a small anti-torque rotor is mounted at the tail, driven by an extension shaft from
为阻止这种趋势，在尾部安装一个小的抗扭旋转体，由从发动机传动装置出来的延伸杆驱动。
the engine transmission. This tail rotor is really more like an airplane propeller, since it turns
尾部旋转体事实上更像一个飞机螺旋推进器，
much faster than the main rotor. To keep the helicopter moving straight ahead without turning,
因为她转动的比主旋转体更快。为了保证直升机向前直行而不转动，
the pitch of the tail rotor blades must be just enough exactly to counteract the force of the
尾部旋转体叶片的斜度必须刚好足够精确到抵消扭矩作用的力。
torque reaction. On most helicopters with a single main rotor, the pitch of the tail rotor is
在多数直升机上，只有一个单一的主旋转体，尾部旋转体的斜度被调整到
adjusted so that at cruise speed the aircraft is trimmed to fly a straight course.
在巡航速度时，飞行器能整齐的飞出一条直线路程。
Besides holding the tail end of the fuselage straight against the twisting force of torque, this
除了保证机身尾部直行，避免扭矩的转力，
rear rotor provides control for steering to the right or left, as does the rudder of an airplane.
后端旋转体提供了操纵向右或向左的控制，就像飞机的操纵舵一样。
This is accomplished by the pilot's foot pedals, which control the pitch angle of the tail rotor
这是由飞行员的脚踏板来完成，脚踏板控制尾部旋转体叶片的斜角:
blades: by pressing on the right pedal, the pitch is decreased and the tail swings to the left
通过踩踏右踏板，斜度减小，尾部向左摆动。

jacklee618

kccsong 发表于 2022-11-23 08:57
Up to this point our discussion has centered on theory of lift and the shape of airfoils best
至于 ...

这个必须赞，厉害啊