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1
Content available New gyroplane hub connector with positive coning angle
100%
Wojtas M. , Trendak M.
Journal of KONES
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2017
|
tom Vol. 24, No. 3
325--330
EN
The article presents advantages and disadvantages of two blade teetering rotors with constructional dihedral angle greater than 0o . Several structural design solutions of rotor hub connector are shown in this work. However, the main attention is focused on innovative hub connector design and manufactured by Trendak Aviation Company during the project “Research and development works on innovative construction of aircrafts of weight over 560 kilograms”. Discusses structural advantages of the new rotor hub connector according to other construction. Also were raised issues related to the load of the gyroplane rotor during the flight, in particular the load of rotor blades root, during a gyroplane break manoeuvre, according to conning angle of rotor hub connector. The disadvantages of using the structural dihedral angle in teetering rotors are also presented, focusing on the rotor aeroelastic instability so-called waving, which from the literature analysed is concerned only with two blades teetering rotors. Performed a coarse analysis in SMOG program, prepared at the Institute of Aviation for the analysis of helicopter and gyroplanes rotors. The stability analysis of the rotor for a number of structural dihedral angle and blades setting pitch was performed. Basis of this analysis the stability boundary were determined for the analysed gyroplane rotor with connector hub with positive coning angle of 2.8o. .
2
Content available Calculation of the mean long-term service speed of transport ship. Part. I. Resistance of ship sailing on regular shipping route in real weather conditions
75%
Szelangiewicz T. , Żelazny K.
Polish Maritime Research
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2006
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tom nr 4
23-31
EN
Service speed obtainable by a ship in real weather conditions when sailing on a given shipping route, is one of the major parameters which have great impact on ship operation costs. The so far used, very approximate method of service speed prediction based on “service margin”, is very little exact. In this paper a new method based on additional ship resistance dependent on mean statistical parameters of wave and wind occurring on a given shipping route, is presented. The mean long-term service speed is calculated on the basis of the calculated additional resistance and the screw propeller and propulsion engine parameters. Also, a new definition of service margin and a way of its calculation is presented apart from the results of the mean service speed calculation depending on ship’s type and size and shipping route.
3
Content available Calculation of the mean long-term service speed of transport ship. Part III. Influence of shipping route and ship parameters on its service speed
75%
Szelangiewicz T. , Żelazny K.
Polish Maritime Research
|
2007
|
tom nr 2
27-32
EN
Service speed obtainable by a ship in real weather conditions when sailing on a given shipping route, is one of the major parameters which have great impact on ship operation costs. The so far used, very approximate method of service speed prediction based on “service margin”, is very little exact. In this paper a new method based on additional ship resistance dependent on mean statistical parameters of wave and wind occurring on a given shipping route, is presented. The mean long-term service speed is calculated on the basis of the calculated additional resistance and the screw propeller and propulsion engine parameters. Also, a new definition of service margin and a way of its calculation is presented apart from the results of the mean service speed calculation depending on ship’s type and size and shipping route.
4
Content available Calculation of the mean long-term service speed of transport ship. Part II. Service speed of ship sailingon regular shipping route in real weather conditions
75%
Szelangiewicz T. , Żelazny K.
Polish Maritime Research
|
2007
|
tom nr 1
28-32
EN
Service speed obtainable by a ship in real weather conditions when sailing on a given shipping route, is one of the major parameters which have great impact on ship operation costs. The so far used, very approximate method of service speed prediction based on “service margin”, is very little exact. In this paper a new method based on additional ship resistance dependent on mean statistical parameters of wave and wind occurring on a given shipping route, is presented. The mean long-term service speed is calculated on the basis of the calculated additional resistance and the screw propeller and propulsion engine parameters. Also, a new definition of service margin and a way of its calculation is presented apart from the results of the mean service speed calculation depending on ship’s type and size and shipping route.
5
Content available remote Przyczyny destrukcji brukowanej skarpy odwodnej zapory zbiornika w Otmuchowie narażonej na procesy falowania
63%
Parylak K.
Inżynieria Morska i Geotechnika
|
2012
|
tom nr 4
552-555
PL
W pracy przedstawiono problem destrukcji odwodnej skarpy zbiornika retencyjnego powodowanej wadliwym doborem filtra odwrotnego pod brukiem skarpy. Dalsze zniszczenia naprawionych stref powodowane są wadliwym sposobem betonowania bruku skarpy powodującego brak możliwości rozpraszania się nadciśnienia porowego.
EN
The paper presents analysis of destruction pavement process of up streams slope caused by sloshing of water and by erosion elimination of not properly selected layers of the filters. Proposition of the methods repairing was presented and also commented.
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