High gusts whipped the plane as it moved toward the runway, and it yawed too steeply.
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It bobbed to duck under a bar that swooshed like a clock hand, yawed left, pitched forward and raced toward the finish line.
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Critical paeans to his work, in Italy and, increasingly, abroad, yawed between symbol-mongering—the apertures as female genitalia or the wounds of Christ—and poetic lucubration on themes of space and time.
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Indeed, a major criticism of the process to date has been that so much of the diplomacy between the two countries has hung on the freelancing of Trump and Kim, whose relationship has yawed between personal rapport and threats of nuclear warfare.
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There Banjo sidled, yawed, and passaged, fretting to be after the brown.
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In Figure 2, the sideslip conditions produce greater angle of attack on the forward-yawed wing and smaller angle of attack on the rearward-yawed wing. This alteration of angle of attack by sideslip is visible in Figure 2. As greater angle of attack produces more lift (in the usual case, when the wing is not near stalling), the forward wing will have more lift and the rearward wing will have less lift. This difference in lift between the wings is a rolling moment, and it's caused by the sideslip.
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Seeing this, Royal Sovereign and Triumph yawed, raking the four French ships heading to cut her off and take possession of her.Clowes (Vol.IV) p. 257 This action caused the French ships to haul to wind and Mars was able to rejoin her squadron.
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The aircraft yawed right and continued flying for 1,270 meters with an increasing bank angle to the right until it struck the ground heavily at a bank angle of 48 degrees. There was no fire at the crash scene, but the Antonov was completely destroyed.
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At 22:24 hours the aircraft started its take-off roll on runway 19. During the take-off roll, the nose yawed to the right. This was corrected by retarding number 1 engine power from 85% to 80-60%. The aircraft rotated at 134 knots with 27 degrees flaps.
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The vessel was a very poor sea boat, and yawed badly when running before the wind; without her sails, the rudder had to be kept at 5–10 degrees to the leeward side to keep the ship on a straight course. She also lost significant speed in a head sea.
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Shortly after takeoff from the IAF's Rowriah Airport base on an evaluation flight, the aircraft's no. 1 engine ran down at a height of . The aircraft continued to climb to , when it yawed left and lost height. This resulted in the aircraft striking the ground and bursting into flames on impact, killing all three occupants.
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This was typical of the fighter aircraft then in development or testing. These tests would lead to the X-3's most significant flight, and the near-loss of the aircraft. On 27 October 1954, Walker made an abrupt left roll at Mach 0.92 and an altitude of . The X-3 rolled as expected, but also pitched up 20° and yawed 16°.
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It used the mouse for basic control, plus some keyboard input for rarely used commands. Moving the mouse would tilt the helicopter in the specified direction, and make it start moving in that direction. Pressing the left mouse button fires weapons. When the right mouse button was held, moving the mouse up and down changed altitude, while side to side yawed the helicopter side to side.
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Both ships prepared for action, and shortened sail to "fighting sail", i.e. topsails and jibs only. As Constitution closed, Dacres first hove to to fire a broadside, which fell short, and then ran before the wind for three quarters of an hour with the Constitution on Guerriere quarter. Dacres yawed several times to fire broadsides at Constitution, but Guerriere broadsides were generally inaccurate, while the few shots fired from Constitution foremost guns had little effect.
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Amtrak anticipated that E60-hauled Amfleet trains could displace both the GG1s and the mechanically-unreliable Metroliners. The E60s began arriving in November 1974; they were the first locomotives to carry Amtrak's new Phase II livery. Problems soon developed, as the locomotives yawed sideways when accelerating, stressing the rails. The National Transportation Safety Board investigation after a derailment at Elkton, Maryland on February 24, 1975, revealed problems with the truck and bolster design.
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Shortly before impact, the wings leveled one final time. Investigation revealed the aircraft struck the ground in a wings-level attitude, in a nearly stalled condition, yawed to the left approximately 12 degrees, with considerable and nearly symmetrical power. The aircraft crashed in a potato field, a fire erupted on impact, and all five aboard were killed. The crash occurred only a few miles from the Brookhaven National Laboratories, a site of key secret nuclear work.
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Coming in for a second pass, he dropped his flaps and aimed at the tip of the right wing, hitting the body as the Meteor once again yawed to the left. The Ilyushin "mushroomed to a huge fireball" and both aircraft entered an uncontrollable spin. Tsiddon regained control of the Meteor at 1,000 feet, only to see the burning Ilyushin disintegrate as it hit the water. Ascending to 15,000 feet, Tsiddon discovered he was dangerously low on fuel.
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A fully fueled Saturn V exploding on the pad would have released the energy equivalent of . To improve safety, the Saturn Emergency Detection System (EDS) inhibited engine shutdown for the first 30 seconds of flight. (See Saturn V Instrument Unit) It took about 12 seconds for the rocket to clear the tower. During this time, it yawed 1.25 degrees away from the tower to ensure adequate clearance despite adverse winds; this yaw, although small, can be seen in launch photos taken from the east or west.
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Some of Robert Scanlan's most important contributions in the field of engineering were in the area of bridge aerodynamics. These included the introduction of flutter derivatives, which became widely used to analyze the aeroelasticity of bridges under wind loading, advances in the analysis of vortex-induced vibrations, and buffeting of incomplete bridges experiencing yawed wind. During his lifetime, Scanlan served as the main aerodynamic consultant for the San Francisco Oakland Bay Bridge, the Golden Gate Bridge, and the Kap Shui Mun Bridge in Hong Kong.
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The flight crew conducted an emergency descent of the aircraft and diverted it to Philadelphia International Airport. One passenger sitting next to the broken window suffered fatal injuries, and eight passengers sustained minor injuries. The flight crew stated that the departure and climb from LaGuardia were normal with no indications of any problems; the first officer was flying and the captain was monitoring. They reported that the aircraft yawed and set off several cockpit emergency alarms; a "gray puff of smoke" appeared and the aircraft's cabin suddenly lost air pressure.
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The typhoon's winds solved the weight problem, by ripping the aircraft on the flight deck from their restraints, and carrying them into the ocean. However, at 12:28, an aircraft ended up stuck on the forward starboard stack, and caught on fire, forcing an evacuation of the bridge. Fortunately for the crew, as the carrier rocked and yawed, the plane was dislodged and carried overboard. The fire sparked by the aircraft, which had threatened to become a conflagration because of the aircraft's fuel tanks, ended up being extinguished by the rain.
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Still, NASA later reported that Carpenter had: At the retrofire event, the PHS malfunctioned once more, forcing Carpenter to manually control his reentry. This caused him to overshoot the planned splashdown point by . "The malfunction of the pitch horizon scanner circuit [a component of the automatic control system] dictated that the pilot manually control the spacecraft attitudes during this event." Launch of Mercury-Atlas 7 The PHS malfunction yawed the spacecraft 25 degrees to the right, accounting for of the overshoot; the delay caused by the automatic sequencer required Carpenter to fire the retrorockets manually.
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Blade element momentum theory alone fails to represent accurately the true physics of real wind turbines. Two major shortcomings are the effects of a discrete number of blades and far field effects when the turbine is heavily loaded. Secondary shortcomings originate from having to deal with transient effects like dynamic stall, rotational effects like the Coriolis force and centrifugal pumping, and geometric effects that arise from coned and yawed rotors. The current state of the art in blade element momentum theory uses corrections to deal with these major shortcomings.
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For example, if the pilot shifts his weight to the right, the right wing trailing edge flexes up more than the left, allowing the right wing to drop and slow down. ; Yaw : The yaw axis is stabilized through the sweep back of the wings. The swept planform, when yawed out of the relative wind, creates more lift on the advancing wing and also more drag, stabilizing the wing in yaw. If one wing advances ahead of the other, it presents more area to the wind and causes more drag on that side.
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Technically, it measures sideslip angle, not yaw angle, but this indicates how the aircraft must be yawed to return the sideslip angle to zero. It is typically constructed from a short piece or tuft of yarn placed in the free air stream where it is visible to the pilot. In closed cockpit aircraft, it is usually taped to the aircraft canopy. It may also be mounted on the aircraft's nose, either directly on the skin, or elevated on a mast, in which case it may also be fitted with a small paper cone at the trailing end.
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Blade element momentum theory is widely used due to its simplicity and overall accuracy, but its originating assumptions limit its use when the rotor disk is yawed, or when other non-axisymmetric effects (like the rotor wake) influence the flow.Leishman, J. Principles of Helicopter Aerodynamics, 2nd ed.. Cambridge University Press, 2006. p. 751. Limited success at improving predictive accuracy has been made using computational fluid dynamics (CFD) solvers based on Reynolds-averaged Navier–Stokes equations and other similar three-dimensional models such as free vortex methods. These are very computationally intensive simulations to perform for several reasons.
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In the NASA 1 control room, mission controller Pete Knight monitored the mission with a team of engineers. As the X-15 climbed, Adams began a planned wing-rocking (rolling) maneuver so an on-board camera could scan the horizon. At the conclusion of the wing-rocking portion of the climb, the X-15 had begun a slow drift in heading; 40 seconds later, when the aircraft had reached its maximum altitude, it was off heading by 15 degrees to the left. As Adams came over the top, the drift briefly halted as the aircraft's nose yawed 15 degrees back to the correct attitude.
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They experimented, for example, with families of forms whereby a square could by repeated modification become an oval; or, given a blob of red paint, a student would be directed to mix and place next to it on the paper what he or she perceived to be the most enhancing green. The traditional study of natural form as structure remained central to his students' development as did that of the human figure, but drawn in movement. Thubron's strength of character could overdetermine student responses, and his enthusiasms yawed abruptly from philosophy to mathematical sculpture or to expressive painting. Young followers whom he appointed to the staff found themselves with much reading.
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The 1974 Turkish Airlines Izmir crash occurred on January 26, 1974 when a Turkish Airlines Fokker F28-1000 Fellowship airliner, registration TC-JAO, named Van, on a domestic flight in Turkey from Izmir Cumaovası Airport (IZM) to Istanbul Yeşilköy Airport (IST/LTBA), stalled shortly after takeoff due to over-rotation and frost accretion on the wings, crashed, and caught fire. At around 7:30 local time (5:30 UTC), the aircraft took off on Runway 35, and became airborne. At a height of 8–10 m, it suddenly yawed left and pitched nose-down. The Fokker F28 contacted the ground again and struck a drainage ditch, skidded, disintegrated, and caught fire.
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Once the plane formed by the two axes of rotation is perpendicular in the roll axis to the orbit, then the pair of cylinders can be yawed to aim at the Sun by exerting a force between the two sunward bearings. Pushing the cylinders away from each other will cause both cylinders to gyroscopically precess, and the system will yaw in one direction, while pushing them towards each other will cause yaw in the other direction. The counter-rotating habitats have no net gyroscopic effect, and so this slight precession can continue throughout the habitat's orbit, keeping it aimed at the Sun. This is a novel application of control moment gyroscopes.
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A photograph in 1917 shows her with a canvas mock-up of a starboard "island" superstructure and funnel. This was placed on the starboard side because the rotary engines of some early aircraft created torque which pulled the nose left, meaning an aircraft naturally yawed to port on take-off; therefore, it was desirable that they turned away from the fixed superstructure. This became the typical aircraft carrier arrangement and was used in the next British carriers, and . After World War I, battlecruisers that otherwise would have been discarded under the Washington Naval Treaty—such as the British and , the American and , and the Japanese Akagi and battleship Kaga—were converted to carriers along the above lines.
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The Graf Zeppelins steel flight deck, overlaid with wooden planking, was long by wide at its maximum. It had a slight round down right aft and overhung the main superstructure but not the stern; being supported by steel girders. At the bow, the carriers were to have an open forecastle and the leading edge of her flight deck was uneven (mainly due to the blunt ends of her catapult tracks), but it did not appear likely that would have caused any undue air turbulence. Careful wind-tunnel studies using models confirmed this, but they also revealed that their long low island structure would generate a vortex over the flight deck in these tests when the ship yawed to port.
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Once corrected full power on all engines was resumed but the aircraft swung right. The commander applied corrective rudder and reduced power to number 1 and 2 engines, but this was not immediately effective and the aircraft left the runway before straightening, parallel to the runway. Knowing that the aircraft was capable of being operated from grass landing strips, the pilot opted to continue the takeoff; however, after 400–500 yards and at an airspeed of 90-95 mph the aircraft swung right and its course was obstructed by a tree which was hit by the left wing and a pile of gravel which was hit by the number 4 propeller. The aircraft yawed to the right and came to rest in a cornfield; the fuselage broke into two sections aft of the bomb bay and caught fire.
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In 1830 he was assigned, with the rank of mate, to the frigate HMS Galatea, then commanded by his stepfather, remaining in her until she paid off in January 1832. Later that year he passed the examination for Lieutenant and was assigned to the gunnery school in HMS Excellent. When during Portugal's Liberal Wars his stepfather was appointed Admiral of the navy of Dom Pedro, he accompanied him as aide-de-camp, with the temporary rank of captain, and distinguished himself by his bravery in the fourth Battle of Cape St. Vincent (1833) in which the navy of Dom Miguel was defeated. When his stepfather's flagship came alongside the Miguelite ship-of-the-line Rainha, Elers Napier and one other officer were the first to board her and were then cut off as the ships yawed apart.
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After their pilots had undergone two months of intensive training by Italian officers, five 2nd Heavy Bomber Squadron Ca.135s flew to their permanent base, the Lieutenant Commander Ruiz base, at Chiclayo, Peru, on 5 November 1937, while the sixth bomber remained at Las Palmas to train additional personnel. Once at Chiclayo, the five Ca.135s became the 2nd Bombardment Group, joining the Ca.111 bombers of the 1st Bombardment Group as part of the 1st Aviation Squadron. In 1940 a reorganization resulted in the Ca.135s being assigned to the 13th, 14th, and 15th Escuadrillas alongside Ca.111 bombers, although later in the year the Ca.111s were reclassified as transport aircraft and reassigned to transport squadrons, at which point the 14th and 15th Ecuadrillas were disbanded and all Ca.135s were assigned to the 13th Escuadrilla. In service, the Ca.135 Tipo Peru soon came under criticism, with Peruvian pilots complaining that the bombers yawed to the right on take-off and had poor lateral stability; in addition, their engines proved unreliable in service, and the bombers suffered an excessive number of oil and hydraulic leaks.
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