Higher lift-to-drag ratios require sharp leading edges, which, combined with extreme velocities, can generate surface temperatures up to 25,20213ºC.
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The storm's leading edges lashed the state with bands of rain for most of the day, and some coastal roads were already under water Friday morning.
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While targeted cures like the one being tested in Black Diamond would likely be impractical for most wild caves, they could potentially slow the leading edges of the disease.
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Wichita-based Spirit AeroSystems, which produces the fuselage, pylons, thrust reverser, wing leading edges, and engine nacelles for the Max, earns 80 percent of its revenue from Boeing, according to Reuters.
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"I think he would bring something unique to the ticket, but he's going to be one our leading edges on the campaign trial whether or not he's on the ticket," he said.
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The leading edges of the wings were covered with panels of reinforced carbon-carbon; a piece of insulating foam broke from the fuel tank, striking one of the panels and punching a hole.
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From autonomous cars and assistive robotics to advances in agriculture and outer space, our conference agenda covers the leading edges of the complex and exciting world of robots and AI. Here's a taste of what we're serving: We've added a new, exciting element this year.
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Spirit, which makes the MAX fuselage, pylons, thrust reverser, wing leading edges and engine nacelles, has continued to churn out parts for the jet at a rate of up to 52 units per month, even as Boeing cut its own production to 42 per month earlier this year.
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TDV uses 600 or so heat resistant silica tiles and Flexible External Insulation, nose-cap is made out Carbon-Carbon composite with SiC coating. The leading edges of twin rudders are Inconel-718, wing leading edges of 15CDV6.
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Boeing B-17 Flying Fortress. The black strips on the leading edges of the tail, stabilizers and wing are de-icing boots made of rubber. In-flight ice buildups are most frequent on the leading edges of the wings, tail and engines (including the propellers or fan blades). Lower speed aircraft frequently use pneumatic de- icing boots on the leading edges of wings and tail for in-flight de-icing.
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The pectorals have brown rays and clear membranes, and the black pelvic fins have white leading edges.
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The ailerons are controlled with push-pull tubes. The wings use wooden spars with plywood leading edges.
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Flippers on humpback whales (Megaptera novaeangliae) have non-smooth leading edges, yet demonstrate superior fluid dynamics to the characteristically smooth leading edges of artificial wings, turbines and other kinds of blades. The whale’s surprising dexterity is due primarily to its non-conventional flippers, which have large, irregular looking bumps called tubercles across their leading edges. The tubercles break up the passage of water, maintaining even channels of the fast-moving water, limiting turbulence and providing greater maneuverability. The foreflippers used by the pinnipeds act as oscillatory hydrofoils.
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Yellow/orange identification strips were applied to the leading edges of wings, extending from the roots to ⅓ of the wingspan.
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De Grote Molen was built by millwright J T Kingma of Ternaard in 1845 to drain the Marrum-Westernijtjerk polder. As built, the mill was fitted with Patent sails. Later, Common sails fitted with streamlined leading edges on the Dekker System were fitted. These were later replaced by Common sails with leading edges on the Fok System.
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The mill is winded by tailpole and winch with a continuous chain. The cap rotates on 24 wooden blocks. The sails on the outer sailstock are Common sails, with leading edges streamlined on the Fok system. The sails on the inner sailstock are Ten Have sails, with leading edges fitted with aerofoils on the Van Bussel system.
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Propellers have two, three, or four blades, and weedless props have specially shaped leading edges to keep from fouling in the weeds.
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The company makes wooden two and three-bladed propellers from maple laminates, with rain-proof leading edges and fiberglass tips, for engines up to .
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The mill is winded by tailpole and winch. The sails on the inner sailstock are Common sails, with leading edges streamlined on the Fok system.
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Additional measures to reduce the infrared signature include special paint and active cooling of leading edges to manage the heat build up from supersonic flight.
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Winding is by tailpole and winch. The sails are a pair of Common sails, fitted with the Van Bussel system on their leading edges, and a pair Becker sails fitted with the Van Bussel system on their leading edges. They have a span of . They are carried on a cast iron windshaft, which was cast by F J Penn & Compagnie, Dordrecht, South Holland in 1864.
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Winding is by tailpole and winch. The sails are a pair of Common sails, fitted with the Van Bussel system on their leading edges, and a pair Ten Have sails, fitted with the Van Bussel system on their leading edges. They have a span of . They are carried on a cast iron windshaft, which was cast by Enthoven & Co., 's Gravenhage, South Holland in 1870.
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An inspection of > the Navy plane revealed that the leading edges of both blades of the > propeller had been gouged and nicked, apparently at the time the ...
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The hottest areas of all, the nose-cap and the leading edges of the fins, were made of reinforced carbon–carbon, as they were on the Shuttle.
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Winding is by tailpole and winch. The sails are a pair of Common sails, fitted with the Van Bussel system on their leading edges, and a pair Ten Have sails fitted with the Van Bussel system on their leading edges. They have a span of . They are carried on a cast iron windshaft, which was cast by IJzergieterij De Prins van Oranje, 's Gravenhage, South Holland in 1873.
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Winding is by tailpole and winch. The sails are a pair os Common sails fitted with the Van Bussel system on their leading edges, and a pair of Ten Have sails, fitted with the Van Bussel system on their leading edges. They have a span of . They are carried on a cast iron windshaft, which was cast by the Gietijzerij De Prins van Oranje, 's Gravenhage, South Holland in 1877.
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The XB-1 is constructed of lightweight composites. Materials for the hot leading edges and nose, and epoxy materials for cooler parts, are provided by Dutch TenCate Advanced Composites, high-temperature materials supplier for the SpaceX Falcon 9. The airframe will be primarily intermediate- modulus carbon fiber/epoxy, with high-modulus fibers for the wing spar caps and bismaleimide prepreg for the high-temperature leading edges and ribs.
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During World War II, it was used for the safety and security of Royal Air Force (RAF) bombers in icing conditions. Ice Protection with the TKS Ice Protection system is achieved by mounting laser-drilled titanium porous panels on the leading edges of the airframe. The panel skin is perforated with laser-drilled holes in diameter, with . TKS fluid exudes through the panels on the leading edges of the wings, horizontal stabilizers.
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The X-43A compensated for this by cycling water behind the engine cowl and sidewall leading edges, cooling those surfaces. In tests, the water circulation was activated at about Mach 3\.
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For landings a skid ran between three projecting ends of the forward and lower A-frame. The Grunau 9 had almost rectangular, two spar, wooden structured, two piece wings with fabric covering everywhere except the leading edges, which were plywood covered. Short, simple rectangular, cropped ailerons reached to the square wing tips. They were attached to the upper fuselage beam with their leading edges at the forward sloping member and a chordwise gap between their roots.
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Constructed entirely of wood with steel fittings the single-spar wings had plywood-covered torsion boxes forming the leading edges, and fabric covering aft of the mainspars. The fin was integral with the fuselage and also skinned with plywood. The tailplane was built up with wooden ribs and plywood leading edges stiffened with internal diagonal braces. The prototype was built with an adjustable tailplane for trimming but this was soon changed to a trim tab on the elevator.
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The airframe is mainly stretched, machined and chemically milled aluminium, with CFRP for moving parts, GFRP for fairings and sidewalls, kevlar for leading edges and Nomex honeycomb-CFRP/GFRP sandwiches for floors.
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The NG4 is a conventionally laid out low wing monoplane, built from riveted aluminium apart from composite wing tips and engine cowling. It has straight-tapered wings with barely swept leading edges.
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The four Common sails had a span of . The leading edges were streamlined using the Faueël system. The sails were carried in a wooden windshaft. The mill drove one pair of diameter millstones.
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Pace 1992, p. 13. The wing's leading edges were so thin () that they presented a cut hazard to ground crews: protective guards had to be installed on the edges during ground operations maintenance.
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The smock and cap are thatched. The sails are two Common sails and two Patent sails with Dekkerised leading edges. They have a span of . The sails are carried on a wooden windshaft.
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The smock and cap are thatched. The sails are Common sails, fitted with leading edges on the Fok system. They have a span of . The sails are carried on a cast-iron windshaft.
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The mill was restored in 1986 by Messrs Waghenbrugghe of Sneek, Friesland. The restoration incorporated the sails, windshaft, brake wheel and Archimedes' screw from De Noordster (), Nieuwe Bildtdijk, which had been demolished in 1984. It was thought that De Noordster only dated from 1936, and thus it was not listed as a Rijksmonument. This was an error, as the mill actually dated from 1818; 1936 being the date that the leading edges of the sails were fitted with Dekkerised leading edges.
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The engines were mounted ahead of the leading edges in long fairings that also housed the main landing gear. The oil radiators were nearby in the leading edges of the outer wing panels which tapered strongly to semi-elliptical tips and had about 5° dihedral. Their fuselages were oval in cross-section and tapered rearwards to pointed extremities. Each had a glazed or semi-glazed nose and a cockpit, under raised, multi-part glazing, placed ahead of the leading edge.
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The NiD 450 was a low cantilever wing aircraft. The wing, built around two duralumin spars and with a thin profile, was trapezoidal in plan out to rounded tips, with sweep only on the leading edges. Much of the wing surface was formed by thin, smooth radiators for the liquid-cooled engine; the rest was wood-covered with spruce leading edges. Its engine was a Hispano- Suiza 18R, a W18 engine with three cylinder banks separated by 80°, each individually tightly cowled.
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The smock and cap are thatched. The sails are Common sails, with one pair having leading edges on the Fauël system. They have a span of . The sails are carried on a cast-iron windshaft.
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The fuselage was designed with increased stiffness, to provide increased crash protection for the pilot, and the wing leading edges formed torsion boxes. The pilot lay above the wing centre section under an extensively glazed canopy.
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The mill is winded by tailpole and winch. The sails are Common sails, fitted with the Fok system on their leading edges. They have a span of . The sails are carried on a cast iron windshaft.
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3D woven composites are used for various engineering applications, including engine rotors, rocket nose cones and nozzles, engine mounts, aircraft framework, T- and X-shape panels, leading edges for aircraft wings, and I-Beams for civil infrastructure.
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Price 2002, p. 229. In 1946 forty Spitfire 21s were delivered to Shoeburyness; once there their leading edges were removed and destroyed in "lethality" tests. Some aircraft had less than five hours flying time.Hancock 2008, p. 93.
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Gordon, p. 189 They drove four-blade AV-16NM-95 variable pitch propellers. Electro-thermal deicing boots were fitted on the leading edges of the wings, horizontal and vertical tail, driven by four engine-driven electric generators.
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Reaching spinnakers have less camber as they operate within an airflow that generates lift. A well designed spinnaker will have taut leading edges when filled; leading edges that curl in will both reduce the lift and risk of collapse of the spinnaker. Such a sail will also have a smooth curve when filled, with no bubbles or depressions caused by inconsistent stretching of the fabric. Any deviations from a smooth curve will cause the airflow over the leeward side of the sail to separate causing a reduction in lift and reduced performance.
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In K.J. Schneider, J.F.T. Bugental & J.F. Pierson (Eds.) The handbook of humanistic psychology: Leading edges in theory, research and practice (pp. 5-20). Thousand Oaks, CA: Sage Publications Carl Rogers was trained in psychoanalysis before developing humanistic psychology.
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The mill is winded by a tailpole and winch. The four Common sails had a span of . They had streamlined leading edges. The sails were carried in a cast-iron windshaft which was cast by Enthiizen in 1864.
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The smock and cap are thatched. The mill is winded by a tailpole and winch. The four Common sails have streamlined leading edges on the Fok system. They have a span of are carried in a cast-iron windshaft.
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Barrage balloons were also deployed against the missiles but the leading edges of the V-1's wings were equipped with balloon cable cutters and fewer than 300 V-1s are known to have been destroyed by hitting cables.
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Animals such as hummingbirds, and bats that eat pollen and nectar, are able to hover. They produce vortex lift with the sharp leading edges of their wings and change their wing shapes and curvatures to create stability in the lift.
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The system consists of heat-conducting graphite foil panels on the wing and tail leading edges. These panel areas are heated by 70 volt 100 amp electrical power delivered from a dedicated alternator. The system is controlled by a single switch.
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The Arbalète had a fixed tricycle undercarriage. The first version of the Arbalète was the Pa.60 which made its first flight on 5 June 1965. It was powered by a Hirth HM 504 air-cooled, four cylinder, inverted inline engine, which was totally enclosed within the flat sided fuselage with no side-scoops for cooling air, an arrangement which led to overheating. Its swept, straight edged fins were placed with their leading edges on the wing leading edges; they extended beyond the wing trailing edge via rounded tips to rudders with swept, curved trailing edges and trim tabs.
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Constructor at the D.1 Cykacz aircraft Jerzy Dąbrowski's first aircraft design, produced early in 1924 while he was a student at the Warsaw Technical University, was an unusually clean biplane with an entirely wooden structure. Its one-piece wings were built around two spars and had plywood covered leading edges, with fabric covering elsewhere. The leading edges were straight and unswept out to semi- elliptical tips and the inboard part of the wings had parallel chord inboard but tapered outboard. These outboard regions carried tapered ailerons, though only on the upper wing; ailerons apart, the upper and lower wings were identical.
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At the tips the leading edges were rounded off. Its simple wooden ailerons were quite short, filling only about 25% of the span. To keep the wing structure simple there were no flaps or airbrakes. The wing was mounted with 1.5° of dihedral.
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The mill is winded by tailpole and winch. The sails are Common sails, fitted with leading edges on the Fok System. They have a span of . The sails are carried on a cast-iron windshaft, which was cast by Zallinda of Zwolle, Overijssel.
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From 1943-76, the sails were fitted with the Van Bussel system on their leading edges. Johanna remained in the ownership of the Schennink family until 2012, when it was sold to the Stichting Elisabeth Weeshuis. It is listed as a Rijksmonument, № 11580.
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679 The undersurface was flat and the front edge cropped to allow the full span slats, when closed, to form the true leading edge. The slats were hinged ahead of the wing and at their leading edges; their rotation formed the slots.
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In 1930, one pair of sails was replaced by Patent sails. These were later replaced by Ten Have sails and all four sails had their leading edges streamlined with the Van Bussel system. The mill was restored in 1968. It was sold to Mhr.
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The head is yellow with a T-shaped mark on the forehead (frons). The eyes are yellow-green. The leading edges of the wings are yellow. The insect habitually hunts fairly slowly, patrolling up and down like other hawkers, with short bursts at high speed.
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The cap and sails were removed on 22 September 2003. The new cap and sails were fitted to the mill on 5 April 2004 and the mill was officially reopened on 10 June 2006. The new sails have leading edges streamlined on the Fauël system.
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The fish has a silvery greenish or bluish-grey color above and is paler below. It often has a bronze or a green- gold tinge. The second dorsal and caudal fins are a dusky orange to nearly black. The fins have dark leading edges.
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The mill was sold to Edo Broekema in 1924. Just after the end of the Second World War, the sails were made more efficient. One pair of Commons sails was fitted with streamlined leading edges. The other pair were replaced by Ten Have sails.
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The smock and cap are thatched. The sails are Common sails, with the Fauël system fitted to the leading edges. They have a span of . The sails are carried on a cast iron windshaft, which was cast by the Nijmeegse IJzergieterij, Nijmegen, Gelderland in 1981.
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The mill is winded by a tailpole and winch. The four common sails have a span of . They have leading edges streamlined on the Fauël system. The sails are carried in a cast-iron windshaft which was cast by De Muinck Keizer, Martenshoek in 1904.
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The smock and cap are thatched. The four Common sails have leading edges streamlined with the Dekker system. They have a span of and are carried in a cast-iron windshaft. This was cast by the Koninklijke Nederlandse Grof Smederij, Leiden, Noord Holland in 1897.
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Sailboats and sailplanes are propelled by the forward component of lift generated by their sails/wings. Ornithopters also produce thrust aerodynamically. Ornithopters with large rounded leading edges produce lift by leading-edge suction forces. Paddle wheels are used on some older watercraft and their reconstructions.
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Courant & Friedrichs. Supersonic Flow and Shock Waves. Pages 357:366. Vol I.New York: Inter science Publishers, inc, 1948 This shape is in contrast to subsonic airfoils, which often have rounded leading edges to reduce flow separation over a wide range of angle of attack.
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The CAC-100 was designed as a low wing monoplane with four turboprop engines mounted on the leading edges of the wings. The all-metal fail-safe semi-monocoque tubular fuselage was to have been pressurized and to accommodate a flight crew of two, 50–60 passengers, a single stewardess, a coat compartment, galley and toilet, as well as a pressurized baggage compartment aft of the main cabin. The mainplanes were constructed as two-spar fail-safe structures from 2024-T4 light alloy supporting the engines, ailerons and hydraulically actuated single slotted flaps. Pneumatic de-icing boots on the fin and rudder leading edges ensured ice free operation.
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Its low wing was in three parts: a centre section with anhedral, improving the wing root aerodynamics, and outer panels with about 6° of dihedral, producing the inverted gull wing. Structurally, the single spar centre section was an integral part of the plywood -skinned fuselage and cockpit and the outer panels were also built around single spars and wooden ribs, with ply-covered leading edges back to the spars and fabric covered aft. Each wing was trapezoidal in plan, with sweep only on the leading edges and with rounded tips. Short, broad ailerons were placed at the tips and mounted on false spars, as were the inboard split flaps.
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In 1841, a tower mill was built on this site by millwright R Vlieghuis of Borger. The mill was later fitted with Patent sails, the leading edges of which were streamlined using the Van Bussel system. The mill was demolished in 1963. Click on "Geschiedenis" to view.
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Centennial of Flight Commission, 2003. Retrieved: 24 May 2011. The buildup of heat due to skin friction during sustained supersonic flight had to be addressed. During a Mach 3 cruise, the aircraft would reach an average of , with leading edges reaching , and up to in engine compartments.
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The Sport had a lightweight welded steel construction fuselage. The wings employed two solid wood spars each, with spruce leading edges. All structures were fabric covered. Only the lower wing had ailerons and only they were mounted with a moderate upward angle (dihedral); a typical arrangement.
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The mill is winded by tailpole and winch. The sails are Common sails with the Fok system on the leading edges. They have a span of . The sails are carried on a cast iron windshaft which was made by Gietijzerij H. J. Koning of Foxham, Groningen.
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The mill is winded by tailpole and winch. The sails are Common sails, with the leading edges streamlined on the Fok system. They have a span of . The sails are carried on a cast-iron windshaft, which was cast by Prins van Oranje, 's-Gravenhage in 1881.
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The first mill on the site was a post mill that was built between 1832 and 1850. It was blown down in a storm in 1868. De Drie Waaien was built in 1869. In 1932, the sails were fitted with the Dekker system on their leading edges.
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Like many in real life, this aircraft has two decks, but also features luxury facilities such as a cocktail lounge housed within glazed sections of the wings' leading edges. Fireflash was commissioned by Air Terrainean (a.k.a.: Terrainean Airways).Thunderbirds (1965), Century 21 Television/ITC – various episodes.
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Hence bats cannot travel over long distances as birds can. Nectar- and pollen-eating bats can hover, in a similar way to hummingbirds. The sharp leading edges of the wings can create vortices, which provide lift. The vortex may be stabilised by the animal changing its wing curvatures.
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The Super 18-180 is a strut-braced, high-wing monoplane with conventional landing gear. The fuselage is constructed with welded steel tubing with aircraft fabric covering. The design is based on the Piper PA-18 with improvements. These include a wide cabin, slotted leading edges and enlarged flaps.
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The empennage was fabric covered, straight edged with angled tips; the fin and tailplane had narrower chord than the generous control surfaces and slight sweep on their leading edges. The rudder, which reached down to the bottom of the fuselage, moved within a cut-out in the elevators.
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The spars were made of tubular dumbbell sections, the whole aircraft fabric covered. Automatic slats of the Handley Page type were fitted to the leading edges of the upper wing. It had the standard fixed main wheel and tail-skid undercarriage of its day. The engine was uncowled.
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The Fw 58 was a low-wing monoplane with two piston engines mounted in nacelles on the wing leading edges. The crew sat under an enclosed canopy. Aft of the flight deck, the fuselage was open to form a moveable machine gun station. The tailwheel undercarriage was retractable.
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De Poelen was built in 1850. It was built to drain the Oosterpolder. (Click on "Geschiedenis" to view.) During its working life, the mill was fitted with Patent sails which had Dekkerised leading edges. The mill was restored in 1984-85, after years out of use and in decline.
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Ailerons, which covered over half the span. were only fitted on the upper wing. Structurally the wings were wooden, with two spars and plywood-covered leading edges; elsewhere the covering was fabric. The wings were braced together on each side by a pair of parallel, outward-leaning interplane struts.
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The mill worked until 1954. At that time, it was fitted with a secondhand pair of sails with leading edges on the Dekker system. These sails were shorter than the other pair, having been acquired secondhand from a demolished drainage mill. They had a span of less than .
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The mill is winded by tailpole and winch. The sails are Common sails, ftted with the Fok system on their leading edges. They have a span of . The sails are carried on a cast iron windshaft, which was cast by Fabrikaat De Muinck Keizer of Martenshoek, Groningen in 1891.
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The stylistic concrete piers are cement rendered. There are dressed stone cutwaters embedded in concrete to the upstream leading edges. A cantilevered pedestrian footbridge is attached to the upstream side of the bridge. It has wrought iron stanchions, chain wire and timber top-rail balustrades on both sides.
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Early versions of the Avro Vulcan had straight leading edges, and these displays problems at high transonic speeds. This included extensions on the leading edge that gave the inner portions less sweep. The result was a revised wing layout that is essentially a delta-version of the crescent wing.
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Fatum is what the Dutch describe as a "spinnenkop" (English: spiderhead mill). It is a small hollow post mill winded by a winch. The mill has common sails. The outer stock has a span of and is fitted with Fauël system leading edges, while the inner stock has a span of .
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The wings have spoilers on the top surfaces and use a Gö 549 airfoil. As with all plans-built aircraft, builders have made modifications to the design. Some examples have been built with leading edges made from aluminium, cardboard, glass reinforced plastic and plywood and with many different styles of canopy.
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The four Common sails have a span of . They have streamlined leading edges on the Fok system. The sails are carried in a cast- iron windshaft which was cast by Fabrikaat Prins van Oranje of Den Haag in 1868. The windshaft also carries the brake wheel which has 73 cogs.
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The mill is winded by tailpole and winch. The sails are Common sails, with the Fok system on the leading edges. They have a span of . The sails are carried on a cast iron windshaft, which was cast in 1870 by De Prins van Oranje of 's Gravenhage, South Holland.
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The tailplane, with swept leading edges is wire-braced to the fin. All tail surfaces are fabric covered steel tube structures. The San Francesco has a conventional fixed tailwheel undercarriage with sprung half axles mounted on central struts below the fuselage. Its cabin begins ahead of the wing and extends rearwards under it.
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Slots in the outboard leading edges would have improved slow speed performance and handling. The intended armament of two MG 131 machine guns was to have been housed in the wing roots. Designated Me 334 by the Reichsluftfahrtministerium (RLM), development was abandoned by Lippisch with the advent of the Lippisch P.20.
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The golden trout has golden flanks with red, horizontal bands along the lateral lines on each side and about 10 dark, vertical, oval marks (called "parr marks") on each side. Dorsal, lateral and anal fins have white leading edges. In their native habitat, adults range from long. Fish over are considered large.
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The smock and cap are thatched. The sails are Common sails, with the Fauël system fitted to the leading edges. They have a span of .The sails are carried on a cast iron windshaft, which was cast by Gieterij Hardinxveld-Giessendam in 1987 from a pattern held by Stichting De Fryske Mole.
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It was found to be underpowered and was not manoeuvrable when compared with contemporary bombers.Green 1967, pp. 15–17. Instability was a problem at first, but modifications such as fixed Handley-Page leading edge slots along the leading edges of the vertical stabilizers helped to improve flight stability.Price Aeroplane March 2009, p. 60.
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The mill is winded by tailpole and winch. The sails are Common sails, fitted with the Fok system on their leading edges. They have a span of . The sails are carried on a cast iron windshaft, which was cast by the IJzergieterij Weduwe A Sterkman en Zoon, 's Gravenhage, South Holland in 1861.
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In 1936, Bremer fitted the sails with Dekkerised leading edges. In that year the mill was sold to De Goede Verwachting Coöperatie. The stage was renewed in 1961 and in 1967 the mill was sold to the Gemeente Peize. The mill was restored in 1971-72 by millwright Alserda of Doezum, Groningen.
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Inboard airbrakes, again shorter in production aircraft, can extend from both upper and lower surfaces. The butterfly tail consists of two all moving surfaces, with wood sandwich leading edges and fabric covering elsewhere. Both carry trim tabs. The slender fuselage is assembled from two formed, foam-bonded ply shells, each with inbuilt longerons.
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The move was carried out by millwright C H Schiller of Dalfsen, Overijssel. In 1940, the sails were fitted with streamlined leading edges. This was the work of millwright Bisschop of Dalfsen. The mill stopped working after the Second World War, but a restoration was carried out in 1960, being completed in September.
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About the size of a McDonnell Douglas DC-9, the Space Shuttle orbiter resembled an airplane in its design, with a standard-looking fuselage and two double delta wings, both swept wings at an angle of 81 degrees at their inner leading edges and 45 degrees at their outer leading edges. The vertical stabilizer of the orbiter had a leading edge that was swept back at a 45-degree angle. There were four elevons mounted at the trailing edges of the delta wings, and the combination rudder and speed brake was attached at the trailing edge of the vertical stabilizer. These, along with a movable body flap located underneath the main engines, controlled the orbiter during later stages of reentry.
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They also exported to most European countries. Production was running at 100-150 units per week. Falcon Airscrews also introduced a new way of attaching metal sheet to the propeller leading edges to protect them from damage. Despite this dominance in the early 1920s, by the end of the decade Falcon Airscrews had ceased trading.
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It was aimed at the sports and club market. Most variants had sharply clipped wing and tail surfaces, giving the Hummel an attractively angular appearance compared with its contemporaries. Structurally, the Hummel was a wooden aircraft. The wing were built around a wooden monospar with plywood covered leading edges and ailerons, with fabric covering elsewhere.
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At Falk's suggestion, a fighter-style control stick replaced the control wheel. Both prototypes had almost pure delta wings with straight leading edges. During trials in July 1954, VX777 was substantially damaged in a heavy landing at Farnborough. It was repaired and fitted with Olympus 101 engines of thrust before resuming trials in October 1955.
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The wings were of two spar construction with plywood skinning between the two spars out as far as the bracing; outboard, only the leading edges were plywood covered, with fabric elsewhere. The outboard ailerons were mounted on false spars as usual. In plan, the wings were almost rectangular, with an aspect ratio of about 5.5.
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The mill was repaired in 1937 by millwright Christiaan Bremer of Adorp, Groningen. In 1946, (Click on "Geschiedenis" to view.) Sails with leading edges streamlined using the Van Bussel system were fitted. The mill was working until 1952, and then stood idle. The mill was dismantled in 1978, the cap surviving alongside the mill.
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At this time it carried one pair of Common sails and one pair of Patent sails fitted with Dekkerised leading edges. A new wooden windshaft was fitted by millwright Westra of Franeker in 1982. In 2006, the mill was designated by Wetterskip Fryslân as being held in reserve for use in times of emergency.
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A new pair of sails were fitted in 1923 at a cost of ƒ565. The sails were fitted with Dekker streamlined leading edges in 1937 by millwright Westra of Franeker. A diesel engine was installed as auxiliary power in 1961 and the Archimedes' screw was renewed. The mill ceased working a few years later.
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Areas of particular interest are wall-to-ceiling and wall-to-floor junctions, exposed edges of sloping floors, seating and its surroundings, leading edges of doors, door opening furniture and door surfaces, sanitary fittings and grab bars. This is relevant to a wide range of non-residential buildings, such as hospitals, schools, hotels, and theatres.
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Eventually about 2,000 barrage balloons were deployed, in the hope that V-1s would be destroyed when they struck the balloons' tethering cables. The leading edges of the V-1's wings were fitted with Kuto cable cutters, and fewer than 300 V-1s are known to have been brought down by barrage balloons.
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Five-seater touring strutted high-wing monoplane of mixed construction. Fuselage frame was metal, covered with canvas, the engine section covered with aluminium sheets. A two-spar rectangular wing was of wooden construction, covered with canvas and plywood leading edges, supported by V-struts. Wings were rearwards folding, and were equipped with automatic slats.
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The original Y-8 inherited the An-12's twin 23mm cannon tail turret, but this was removed on subsequent variants. The Y-8 equipped with four turboprop engines mounted under the leading edges of non-swept wings. The wings are attached high on the fuselage, and the tricycle landing gear is equipped with low pressure tires.
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Winding is by tailpole and winch. The sails are a pair of Common sails, fitted with the Van Bussel system on their leading edges, and a pair Ten Have sails. They have a span of . They are carried on a cast iron windshaft, which was cast by the IJzergieterij De Prins van Oranje, 's Gravenhage, South Holland in 1873.
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Stena Britannica has four main MAN diesel engines, producing between them , and providing for a maximum speed of . Two of the engines are rated at and the other two at . The engines are connected via two gearboxes to two controllable pitch propellers. The two rudders, one behind each propeller, are of the Becker flap type with twisted leading edges.
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Retrieved: 12 December 2007. Fuel tanks were located along the wing leading edges and in "bag" tanks fitted between the main wing spars.Winchester 2005, p. 223. The SC.1 was fitted with a tricycle undercarriage arrangement; while non-retracting, the landing gear could be set between two alternative positions, suited to either conventional and vertical landings.
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To replace that mill, the drainage mill Flikkezijlsterpoldermolen was moved from Farmsum, Groningen by millwright Van Ausselt of Coevorden. Repairs were made to the mill in 1938 and the following year the sails were fitted with streamlined leading edges. In 1945, the mill lost a pair of sails and ceased work. It was restored in 1988.
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Slats on the leading edge of an Airbus A318 of Air France Automatic slats of a Messerschmitt Bf 109 The wing of a landing Airbus A319-100. The slats at the leading edge and the flaps at the trailing edge are extended. The Fieseler Fi 156 Storch had permanently extended slots on its leading edges (fixed slats).
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Large-billed parrotlets are typically long and weigh about . Their bodies are mostly yellow-green. Eyes are dark brown and beaks and feet are light peach. Large-billed parrotlets are sexually dimorphic: males have blue rumps and lower backs, with blue feathers along the leading edges of their wings and blue secondaries; primary coverts are blue-gray.
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Once deployed, they cannot be retracted inflight. The spacecraft is incapable of independent takeoff from the ground. It requires a launch aircraft to carry it to launch altitude for an air launch. The parts of the craft that experience the greatest heating, such as the leading edges of the wings, have about of ablative thermal protection material applied.
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Page 2002, p. 593. The A-9 was also designed originally as an assault aircraft, so the wing leading edges were to have been armoured; however, this did not make it past the design stage in order to save weight. The A-9 was very similar to the A-8 in regards to the armament and Rüstsätze kits.
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Ranjit Barot (born 1959) is an Indian film score composer, music director, music arranger, drummer and singer based in Mumbai, India. He is a longtime associate of A. R. Rahman. He has been described by guitar legend John McLaughlin as "one of the leading edges in drumming", and is now part of John McLaughlin and the 4th Dimension.
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De Eendracht was built in 1872 by millwright Otto R Posthumus to drain the De Eendracht Polder. Four Patent sails were fitted in 1899. In 1940, the sails were fitted with leading edges streamlined on the Dekker system. A diesel engine was added as auxiliary power in 1966, it was removed when the mill was restored in 1975.
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For improved STOL/VTOL performance, deflectors were to be installed around the engines.Wood 1975, p. 229. As designed, the AW.681 was set to feature boundary layer control (BLC), which would have used blown flaps mounted upon the leading edges of the wing; the ailerons, flaps, and slats would all have been operated using blown air.
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All of the cars had the sloping leading edges to the doors. Motor magazine tested a 328 cc Berkeley in 1957 and found it to have a top speed of and acceleration from 0- in 30.6 seconds. Fuel consumption of was recorded. The test car cost £574 on the home market including taxes of £152 (equivalent to £ today).
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All tail surfaces were largely fabric covered, with ply leading edges. There was no fin but the balanced rudder was much increased in chord and area after early flight tests demonstrated the power of the ailerons. The Moazagotl landed on a slender skid that reached from nose to mid chord, assisted by a faired tail skid.
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Marsh rabbits display a blackish brown or dark reddish dorsal surface. The belly is a dingy brownish gray in most but can also have a dull white appearance in mainland rabbits. The leading edges of the ears display small black tufts with ochre on the inside. rough hair on the dorsal side can be fringed with black hairs.
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The R-3 was a small biplane trainer of mixed construction. The wings had wooden structures and were ply-covered around the leading edges and on the undersides. Their covering was completed with fabric over all surfaces. Interplane struts were metal and the fabric- covered ailerons, fitted on both upper and lower wings, had metal structures.
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The C205 is a low wing, single engine aircraft with a retractable conventional undercarriage. It has a wooden structure with a mixture of wood and carbon composite skinning. The low, trapezoidal wings, built around two spars, are entirely wooden apart from Kevlar reinforced leading edges. They have Hoerner-type tips; the trailing edge carries ailerons and electrically driven flaps.
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The CW IV was a wooden glider with a high, cantilever, three part wing built around two spars. A wide, rectangular centre-section occupied about one-third of the span. The outer panels were double-tapered, with ailerons which occupied the whole trailing edges. The leading edges and wingtips were covered with plywood and the rest with fabric.
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The light gray material which withstood reentry temperatures up to protected the wing leading edges and nose cap. Each of the orbiters' wings had 22 RCC panels about thick. T-seals between each panel allowed for thermal expansion and lateral movement between these panels and the wing. RCC was a laminated composite material made from carbon fibres impregnated with a phenolic resin.
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The Bernard 200s were the company's only attempt to break into the growing 1930s market for touring aircraft. They were clean, single-engine, cantilever high-wing aircraft with a cabin carefully thought out for potential buyers. In plan the wings had straight leading edges and taper on the trailing edges. They were metal structures, built around twin spars and fabric-covered.
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The Swing is a conventionally laid out ultralight/LSA aircraft with a single engine and high wing. The composite parts are built using a vacuum technology producing a sandwich structure. The fuel tank, engine mount and lift struts use melamine composites. The constant chord wings, carrying 3° of dihedral, are built from GRP composite with hard leading edges and fabric elsewhere.
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The wings were both of blunted rectangular plan and had the same chord (), though the upper span was about 5% greater. All leading edges were plywood-covered. Only the lower wings were fitted with ailerons, which were full span and of the Frise type. One advantage of this arrangement was that the control column to aileron connection was very short.
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The aircraft was damaged beyond repair and was dismantled on site. Additional damage to the airplane included damaged and dented horizontal stabilizers, both of which had been struck by flying debris. Some of the metal debris had also struck the aircraft's vertical stabilizer, causing slight damage. The leading edges of both wings and both engine cowlings had also sustained damage.
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Both pairs of wings had similar planforms and the same centre section chord. The leading edges were straight apart from at the tips, as were the centre section trailing edges. Outboard the trailing edges, fully occupied with ailerons swept forward, more sharply on the short span wing. The ailerons were of the differential kind, a recent invention, with less downward movement than upward.
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The Rivieras complied on all counts and featured the full range of safety features. 1968 models had reshaped loop-type bumpers that surrounded both the vehicle's recessed crosshatch front grille and tail lamps. Hidden wiper arms made their debut. Federally mandated side marker lights appeared, as inverted trapezoids on the lower leading edges of the front fenders, and circular in the rear.
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The D.V was a single-seat biplane fighter which featured a slab-sided plywood-covered fuselage as well as equal span wings, both of which had straight leading edges and rounded tips, but the upp erwing chord was shorter, opposite to normal contemporary practice. The rudder was almond-shaped and carried on a tubular spar, with the entire vertical tail moving.
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The F-108 was intended to carry the Hughes AN/ASG-18 radar, the U.S.'s first pulse-Doppler radar set.Pace 1991, p. 152. It was to have look-down/shoot-down capability, but could track only one target at a time. The radar was paired with an infra- red search and tracking (IRST) system on the wing leading edges.
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The Paresev 1A and 1B were unpowered; the "fuselage" was an open framework fabricated of welded SAE 4130 steel tubing, called a "space frame". The keel and leading edges of the wing were constructed of aluminium tubing. The leading edge sweepback angle was held at 50 degrees by a rigid spreader bar. Additional wing structure fabricated from steel tubing ensured structural integrity.
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These were later fitted with leading edges on the Dekker system. In 1907, a petrol engine was installed to drive the mill when the wind was not blowing. A storm on 24 September 1946 decapitated the mill, damaging the stage, which was then removed. In 1990, a society was formed with the intention of restoring the mill to working order.
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The exposed culmen of the cinereous vulture measures .Cinereous Vulture (Aegypius monachus) . indianbiodiversity.org Only their cousin, the lappet-faced vulture, with a bill length of up to about , can rival or outsize the bill of the cinereous. The wings, with serrated leading edges, are held straight or slightly arched in flight and are broad, sometimes referred to as "barn door wings".
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The Molen van Makkum is what the Dutch describe as an "achtkante grondzeiler". It is a smock mill without a stage, the sails reaching down almost to ground level. The four Common sails, which have a span of , have leading edges streamlined on the Fok system. They are carried in a cast-iron windshaft which was cast by Fabrikaat IJzergieterij Hardinxveld in 1998.
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The Adamoli-Cattani was intended to be the smallest practical biplane around the most powerful engine available to them, a le Rhône M. The result was a reasonably conventional design, other than that the wings featured hinged leading edges in place of conventional ailerons. The Farina Coach Building factory in Turin began construction of the prototype; the Officine Moncenisio in Condove completed it.
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The elevators had straight, swept leading edges and were set at the top of the fuselage. They carried separate elevators with a cut-out for rudder movement. The latter was wide and almost rectangular, its upper edge blending into an almost triangular, wide chord fin. The wooden monocoque fuselage was equally refined and polished, its oval section tapering towards the tail.
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The empennage, like the fuselage, was steel framed and fabric covered. Both fin and tailplane, the latter mounted at mid-fuselage height, had straight, swept leading edges and carried balanced control surfaces with straight, unswept rear edges and round tips. The rudder was deep, extending to the keel, and worked within an elevator cut-out. The Challenger had a fixed tailwheel undercarriage.
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The birds of Surinam. Oliver & Boyd. The juvenile ornate hawk-eagle is potentially confusable with the black- and-white hawk-eagle but the latter is smaller with boxier wings, shorter crest, a bold orange cere, a strong black mask and a blacker upper-body with white leading edges. Also the black-and-white bears no spots or barring on its wings and has a plain white underbody.
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Full-span ailerons were fitted, with flaps built into the innermost . The tail surfaces were straight-edged, swept only on their leading edges; their control surfaces were all horn balanced and fitted with trim tabs. The square-section, flat-sided fuselage behind the cabin was built around four dural longerons, fabric-covered and tapering rearwards. The cabin area had a welded steel structure and was dural clad.
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Additionally, after about 35 hours of running time the leading edges of the compressor blades were found to be curled over, apparently due to extremely high aerodynamic loads.Leyes and Fleming 1999, pg. 49 In mid-1949 Flader delivered two derated engines, XJ55-FF-1's, to the Air Force for testing. These delivered only of thrust, far below what was needed to power the Firebee.
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The revised tailplane had swept leading edges and the elevators had forward-swept trailing edges, as on the Baby, but their extended span made it more pointed in plan. The fin was very narrow, with the rudder and elevator hinges at the same fuselage position. The rudder was almost semi-circular. The smooth plywood monocoque fuselage became more slender aft of the pylon carrying the wing.
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De Hoop was originally built at Veendam, Groningen, where it was used as a drainage mill known as Hoop op Beter. It was moved by millwright Rietsma of Haulerwijk, Friesland. In 1937, streamlined leading edges were fitted to the sails although the mill stopped working c1940. The mill was restored in 1968-69 by millwright Huberts of Coevorden and returned to work with Herman Snijders as miller.
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The caudal fin may be rounded, truncate or concave, contains 8 branched rays and 8 to 10 fin rays which are slender, unbranched and unsegmented (referred to as "procurrent") fin rays at the leading edges of he caudal fin on the upper lobe and 7 branched rays and 7 to 10 procurrent rays in the lower lobe. The body is covered in ctenoid or smooth scales.
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Aircraft designed by the Messerschmitt company employed automatic, spring-loaded leading-edge slats as a general rule, except for the Alexander Lippisch- designed Messerschmitt Me 163B Komet rocket fighter, which instead used fixed slots built integrally with, and just behind, the wing panel's outer leading edges. Post-World War II, slats have also been used on larger aircraft and generally operated by hydraulics or electricity.
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There was no stagger on the leading edges, though the lower wing was smaller both in span and chord. Each upper wing tip was supported over the fuselage by a N-form strut, one foot at mid-fuselage and the forward one higher. The lower wing was conventionally attached to the lower fuselage. The half span, broad and horn balanced ailerons were on the upper wing only.
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The later -300ER, -200LR, 777F, Boeing 777X-8 and -9 are powered exclusively by GE Aviation engines. As of 2014 Rolls-Royce is offering an upgraded version of the engine, known as the Trent 800EP. It incorporates technology from Trent 1000 and Trent XWB engines including elliptical leading edges on intermediate- and high- pressure compressor blades. Rolls-Royce claims that it provides a 0.7% fuel- burn benefit.
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Gabardini further developed the G.8 in the G.8bis model. The G.8bis had a 134-kilowatt (180-horsepower) Hispano-Suiza HS 34 engine driving a two-bladed propeller, and differed from the G.8 in having a longer-span lower wing and radiators attached to the sides of its fuselage over the wing leading edges instead of a frontal radiator.Green and Swanborough, p. 236.
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The central and outer panels were distinguished by the lack of dihedral on the former; both had straight, unswept leading edges but the trailing edge of the outer panels was curved, producing a roughly elliptical plan. Like the Lignel 20 the 46 had somewhat inset ailerons and split flaps. The Lignel 46 also had unusual, very small fixed leading edge slots at the wing tips.
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The wood skinned wings, which are straight tapered and built around box spars and D-section leading edges, carry 2° of dihedral. There are wooden ailerons but no flaps. The fuselage is built around four 3/4 in (19 mm) square longerons, with diagonal bracing and ply formers. The skin is 1/16 in (1.6 mm) ply, with flat surfaces apart from curved decking.
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The seat was designed to withstand 40g's The cockpit was open but with two strong, curved longitudinal frames to ease any obstructions, cables and the like, safely over the pilot's head. The leading edges of the undercarriage legs were sharpened to cut through similar hazards. Good low-speed flight characteristics, even with a heavy load, were also essential, calling for a high-lift wing.
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Plumes of volcanic ash near active volcanoes can damage propellers, engines and cockpit windows. In 1982, British Airways Flight 9 flew through an ash cloud and temporarily lost power from all four engines. The plane was badly damaged, with all the leading edges being scratched. The front windscreens had been so badly "sand" blasted by the ash that they could not be used to land the aircraft.
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The aircraft is of all-metal construction, with cantilever mid-wings with detachable tips. The leading edges are swept- back, and the stressed-skin wings have flaps inboard of the ailerons. The fuselage is a monocoque structure, with a hinged nose to allow loading of a stretcher or other awkward loads. Seating can be arranged for one pilot and five passengers, or two pilots and three passengers.
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In 1811, the mill was built to drain the Heimerter Polder, which had an area of . The mill was then owned by the church at Schalsum In 1950, the sails were fitted with streamlined leading edges on the Fok system. In 1957, a diesel engine was installed as auxiliary power and the wooden Archimedes' screw replaced by one of steel. In 1969, the mill ceased work.
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The upper wing had a centre-section filling 63% of the span and two outer panels; all sections were essentially rectangular, though the wingtips were slightly blunted. Narrow ailerons filled the trailing edges of the outer panels. The lower wing was mounted from the top of the hull. Both upper and lower wings combined wood and metal construction, had two spars and were fabric covered with plywood leading edges.
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The two-seat B-4 trainer was a mid-wing monoplane with wings of rectangular plan out to blunted tips. Structurally, the largely wooden wings were based on pairs of box spars and spruce and plywood ribs, with duralumin sheet stiffening the leading edges. The rest of the wing was fabric covered. They were wire-braced from above and below with streamlined wires from pylons within the fuselage to the spars.
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The wings were built around two metal spars and had metal-covered leading edges and upper surfaces with fabric elsewhere. The fuselage was an elliptical metal monocoque, with a metal-structured tail also metal covered apart from fabric control surfaces. The tailplane was mounted about halfway up the fin, supported by a parallel pair of struts. The spatted mainwheels were each mounted on V struts to the fuselage.
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The only change on the M-30C was the return of the M-30's flaps, though with simplified linkage. They were removed again on the M-30C/1 and the ailerons were give Frise-type leading edge balances. The Super Fergeteg's wing had had very slightly forward swept leading edges, one piece ailerons and no flaps. All Ferteteg variants had a plywood-covered, elliptical cross-section, semi-monocoque tapering fuselage.
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The Eureka was a small but conventionally laid out tractor configuration low-mid wing monoplane with an open cockpit and cruciform tail. It was formed from aluminium tubing with fabric covering. The wings were approximately semi- elliptical in plan and wire braced from above and below, with straight, unswept leading edges and curved trailing edges. The 2.05 m (6 ft 7 in) root chord reduced to pointed tips.
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The Yak-28 had a large mid-mounted wing, swept at 45 degrees. The tailplane set halfway up the vertical fin (with cutouts to allow rudder movement). Slats were fitted on the leading edges and slotted flaps were mounted on the trailing edges of the wings. The two Tumansky R-11 turbojet engines, initially with 57 kN (12,795 lbf) thrust each, were mounted in pods, similar to the previous Yak-25.
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Stena Hollandica has four main MAN diesel engines, producing between them 33,600 kW, and providing for a maximum speed of 22 knots (25 mph). Two of the engines are rated at 9,600 kW and the other two at 7,200 kW. The engines are connected via two gearboxes to two controllable pitch propellers. The two rudders, one behind each propeller, are of the Becker flap type with twisted leading edges.
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The outboard section is joined to the inner section at the strut intersection by load distribution doublers. This allows the relatively easy replacement of the outer wing panels. All components are corrosion proofed in special workshops prior to assembly in GippsAeros main hangars one, two and three. The Leading Edges consist of easily replaceable segments to minimise down-time due to bird strike and other minor leading edge impacts.
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A high mound was thrown up around the mill for the miller to reach the sails. The mound is supported on the outside by a wall of chalk blocks. The mill is winded by a tailpole and winch with the roofing felt covered cap resting of a dead curb of wooden blocks. The four common sails with Van Bussel leading edges and air brakes have a span of .
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These fins extended above and below the tailplane, with arrow shaped leading edges and straight, swept trailing edges. There was also a long, shallow strake over the rear fuselage. Seen from below, the long span of the tailplane was striking, about 44% of that of the wings; the elevators filled most of the outer part of its trailing edge, avoiding the propeller airstream. Only two Jupiters were built.
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The lift slope has a flatter top and the stall angle is delayed to a higher angle. To reach high angles of attack, the outboard airfoil has to be drooped, some experiments investigating "exaggerated" drooped leading edges. The physical reason for the cuff effect was not clearly explained.NASA TP 1589 : "The mechanism by which the outer- panel lift is maintained to such improved stall/spin characteristics has been unclear".
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The principal damage sustained by aircraft flying into a volcanic ash cloud is abrasion to forward- facing surfaces, such as the windshield and leading edges of the wings, and accumulation of ash into surface openings, including engines. Abrasion of windshields and landing lights will reduce visibility forcing pilots to rely on their instruments. However, some instruments may provide incorrect readings as sensors (e.g., pitot tubes) can become blocked with ash.
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Inboard the wing chord reduced linearly by about 30% to the root. The outer wing had 3° of dihedral, though the narrowing centre section curved downwards strongly to the roots. The Delanne 20 was an all wood aircraft and each wing was built around two spruce and plywood box spars. The trailing edges carried ailerons and camber changing flaps, coupled to slats on the corresponding sections of the leading edges.
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This makes the engine lighter, and allows the low pressure (LP) fan and booster to spin faster to better match its speed with the LP turbine. The fan blades feature steel leading edges and glass-fibre trailing edges to better absorb bird impacts with more flexibility than carbon fiber. Fourth generation carbon fiber composite materials, comprising the bulk of the fan blades, make them lighter, thinner, stronger, and more efficient.
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The fuselage tapered both in height and width to the tail, where the tailplane and split elevators were mounted on its upper surface. The upper fin and rudder was quite short but the lower part extended well below the lower wing in level flight. All the tail surfaces had curved leading edges; the two blade propeller was immediately behind their straight trailing edges. The W-1's undercarriage was also unusual.
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Both aircraft had similar but not identical conventional empennages. They had wooden, fabric over ply covered fins and fabric covered, unbalanced rudders. Both fins had straight, slightly swept leading edges and, including the rudder, blunt tops, but the area of the IS-13's fin was increased with a dorsal fillet. Its rudder was slightly squarer at the heel and also larger in area than that of the IS-12.
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Like other species of char, the fins of a bull trout have white leading edges. Its head and mouth are unusually large for salmonids, giving it its name. Bull trout have been recorded measuring up to in length and weighing . Bull trout may be either migratory, moving throughout large river systems, lakes, and the ocean, or they may be resident, remaining in the same stream their entire lives.
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The variegated meadowhawk is a small to medium-sized dragonfly with a slender abdomen, often reaching a length of 15/8" (41 mm) to 111/12" (49 mm). The male is commonly dark brownish black with an abdomen of bright red, pink, and golden brown. The thorax may be marked with a pair of yellow dots on each side. The leading edges of the wings are marked with pinkish.
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The changes to the aircraft resulted in it receiving the revised designation XPTBH-2. Utilising Hall's standard aluminum tubular spar, the fuselage and wing leading edges were covered in aluminum, while the rest of the wing and the control surfaces were fabric-covered. The aircraft was well-armed defensively by 1930s standards, with a powered turret, designed by Hall, mounted in the nose and carrying a single .30-caliber machine gun.
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The one in the foreground is perpendicular to the camera; the second further away is banking left while releasing orange flares. The F/A-18E/F's radar cross- section was reduced greatly from some aspects, mainly the front and rear. The design of the engine inlets reduces the aircraft's frontal radar cross- section. The alignment of the leading edges of the engine inlets is designed to scatter radiation to the sides.
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The rock goby is usually black with white blotches, but they can change color, and males are much more black when guarding the eggs. The neck area lacks scales and there is a pale band on the top of the first dorsal fin. Both dorsal fins lack black spots on their leading edges. This species can reach a length of TL and has been known to live for ten years.
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The wing was built around two metal spars with metal-covered leading edges and fabric elsewhere. There was solid bracing from near mid-wing to the lower fuselage and from this bracing inwards to the shoulder of the gull wing. The oval fuselage had a metal structure with metal covering. The tail was also a metal structure, with metal covering on the fin and tailplane but with fabric-covered control surfaces.
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The difference between right and left is subtle, the planform is the same but the leading edges of the aerofoil sections are reversed. A right-handed boomerang makes a counter-clockwise, circular flight to the left while a left- handed boomerang flies clockwise to the right. Most sport boomerangs weigh between , have a wingspan and a range. A falling boomerang starts spinning, and most then fall in a spiral.
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An external contact helical gear in action Helical gears Top: parallel configuration Bottom: crossed configuration Helical or "dry fixed" gears offer a refinement over spur gears. The leading edges of the teeth are not parallel to the axis of rotation, but are set at an angle. Since the gear is curved, this angling makes the tooth shape a segment of a helix. Helical gears can be meshed in parallel or crossed orientations.
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Its parasol wing is of single spar construction, with straight, swept leading edges and unswept trailing edges outboard of a short parallel chord centre section. This wing has an aspect ratio of 16, more than twice that of the Scud 1\. It carries outboard ailerons but there are no flaps or airbrakes. The wing is supported by two parallel pairs of thin lift struts from the mid-fuselage longerons to centre section mounting points.
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The gearbox went through high-power tests in May 2017. The UltraFan will be 3 m (118 in) in diameter and its fan blades with titanium leading edges are evaluated under the ALPS programme. At the September 2017 International Society for Air Breathing Engines (ISABE) conference in Manchester, UK, Rolls-Royce's Chief Technology Officer Paul Stein announced it reached . In early 2018, a third gearbox was tested as testing assessed on endurance and reliability.
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The interplane struts were streamlined and broad in chord, made from duralumin; there was a pair of these struts marking the inner bay but a single strut outboard. The wings, made of wood and fabric covered were of constant chord over most of the span, but final sections where the leading edges swept back produced triangular tips. There were balanced ailerons on both upper and lower planes. The fuselage in contrast was made of metal.
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The wings carried short span ailerons at the tips and undersurface airbrakes, which could be extended at 90° to the airflow, inboard. The tail surfaces, separated by 110°, had swept leading edges and rounded tips. The airflow-conforming aerodynamics of the fuselage gave it a rather humped back profile, with the dorsal line dropping away aft of the wing to a slender tail. Ahead of the wing the combined canopy-nose line was almost straight.
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De Bullemolen was originally built at Tytsjerk, where it drained the Louwsmeer polder. It was moved in 1825 to its current position, where it drains the Litspolder. The name De Bullemolen is said to have come from the occupation of an early owner, who was the beul of Leeuwarden. De Bullemolen was one of the first windmills in Friesland to be fitted with sails that had leading edges on the Fok system.
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The wings and tail have feathers that are bright green above and olive-green below. The leading edges of the wings, especially on the underside, are red. (These red feathers appear at puberty.) Their eyes are orange, and the skin around the eyes is white without feathers, just as in the larger macaws. This bare patch of facial skin is smaller in proportion to the head than the one seen in most larger macaws.
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They have a span of . The sails on the outer sailstock are Ten Have sails, with leading edges fitted with aerofoils on the Van Bussel system. They have a span of . The sails are carried on a cast-iron windshaft, which was cast by A Sterkman en Zoon, 's-Gravenhage. The windshaft also carries the brake wheel which has 63 cogs. This drives the wallower (32 cogs) at the top of the upright shaft.
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The leading edges of the forewings have thick veins to strengthen them, and the hindwings are smaller and more rounded and have fewer stiffening veins. The forewings and hindwings are not hooked together (as they are in moths) but are coordinated by the friction of their overlapping parts. The front two segments have a pair of spiracles which are used in respiration. The abdomen consists of ten segments and contains the gut and genital organs.
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For the 1920 Rhön meeting at Wasserkuppe the FVA built a simple monoplane glider. This aircraft, the FVA-1 Schwatze Düvel, was an internally braced, thick airfoil cantilever monoplane with large trousers over landing skids on each side. To keep costs low the aircraft was largely covered in black muslin fabric, donated by the father of a student's girlfriend. Cardboard was used on the wing leading edges and fuselage nose rather than expensive aircraft plywood.
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The third, initially known as the S.3, had the Cirrus engine but had modified the wing bracing struts and undercarriage. In the late summer of 1931 the two later aircraft were modified to the standards and engine of the S.1 and were referred to by that designation. The wooden parasol wing of the Sido S.1 was built in two parts. Each had two spars, plywood skinned leading edges and was fabric covered.
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Divided ailerons occupied more than half the trailing edges. A DFS type air brake, mounted on the spar at about one-third span, could be extended both above and below the wing. SP-1088 just after a bungee launch Its fuselage was a ply-covered, oval section semi-monocoque structure with an enclosed, multi-transparency cockpit above the leading edges of the wing roots. Some of the production PWS-101s had water ballast tanks.
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The GT model was continued with the new Australian-designed XA, and for the first time, the GT was available as a two-door hardtop. The GT received unique front fenders with dummy air vents on the leading edges, and a bonnet featuring NACA-style ducts. Purchasers were now offered a larger range of colour combinations, with the GT black-outs on the bonnet and lower edges of the car now available in silver.
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These were specifically made for the Photo-Reconnaissance Spitfires, including the PR XIX; no armament was fitted and the "D" shaped leading edges of the wings ahead of the main spar, were converted into integral fuel tanks, each carrying 66 gallons. To avoid the expansion of fuel in hot weather damaging the wing, pressure relief valves, incorporating small external vent pipes, were fitted near the wing tips.Laird & Matusiak 2009, pp. 54–55.
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The PL.3 had a low wing built entirely of wood, covered with plywood, tapering uniformly both in chord and thickness from wide, deep roots to rounded tips. The tail was conventional, the tailplane set at mid-fuselage with straight swept leading edges and carrying elevators with trim tabs. The fin was triangular, with a rounded rudder ending above the fuselage. In contrast the fuselage of the PL.3 was mostly of metal construction.
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Some parts, for example the wings and to a lesser extent the horizontal tails, of the two aircraft were similar. Both had almost rectangular, two-spar, wooden structured, two piece wings with fabric covering everywhere except the leading edges, which were plywood covered. The Prüfling's wing tips were more rounded and its span greater. They both had simple ailerons reaching to the tips, where they were cropped, though the Prüfling's were a little longer.
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The horizontal tail was mounted at mid-fuselage and had an unusual plan which led to the "Cockerel" name: the wire-braced tailplane's leading edges tapered strongly from the root with concave curvature out to forward projecting spurs. It carried a single, semi-elliptical elevator. Its fin had a similar profile to the tailplane and mounted an unbalanced, semi-circular rudder working above the elevator. The W.Z.XI's conventional, fixed landing gear also followed earlier practice.
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The KhAI-4 was the Kharkov Institute's first tailless design, making its first flight two years before the Kharkov KhAI-3. It was an all-wood machine. It was rather similar in layout to the powered version of the Lippisch Delta 1, first flown three years earlier in 1931, and had similar dimensions but a much more powerful engine. Its low-mounted wing was tetragonal in plan, with sweep (15°) only on the leading edges.
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Recently-deposited sediments are normally mechanically weak and prone to remobilization before they become lithified, leading to folding. To distinguish them from folds of tectonic origin, such structures are called synsedimentary (formed during sedimentation). Slump folding: When slumps form in poorly consolidated sediments, they commonly undergo folding, particularly at their leading edges, during their emplacement. The asymmetry of the slump folds can be used to determine paleoslope directions in sequences of sedimentary rocks.
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1 and FAW.2 could be distinguished by the tail booms which extended forward over the wing leading edges of the FAW.2. In 1962, the Sea Vixen FAW.2 conducted its maiden flight; the type entered service with frontline squadrons in 1964. Overall, a total of 29 FAW.2s were newly built along with a further 67 FAW.1s that were rebuilt and upgraded to FAW.2 standard. In 1966, the original FAW.
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This gene encodes a scaffolding molecule that regulates the actin cytoskeleton. The protein directly interacts with filamentous actin and a variety of cell membrane proteins through multiple actin binding sites, SH3 domains, and a proline-rich region containing binding sites for SH3 domains. The cytoplasmic protein localizes to membrane ruffles, lipid rafts, and the leading edges of cells. It is implicated in dynamic actin remodeling and membrane trafficking that occurs during receptor endocytosis and cytokinesis.
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The wings were built around twin duralumin spars and pine and plywood ribs and had plywood leading edges. The centre section, let into the fuselage underside was duralumin covered, outer sections and ailerons fabric-covered. The fixed tail was built of pine and plywood-covered, the moving surfaces duralumin with fabric cover. The aircraft was equipped with the IAR LD 450 powerplant, produced under license by IAR, that also equipped the IAR 12.
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It was a low wing cantilever monoplane. All its flying surfaces were straight tapered and square tipped; the vertical tail was tall and broad. The first prototype had Wright Cyclone nine cylinder radial engines mounted ahead of the wing leading edges, with cowlings, largely above the wing, projecting beyond the trailing edge. On the second prototype the Cyclones were replaced with Turbomeca Bastan turboprops in much more slender cowlings on the top of the wings.
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On the prototype these were of the Göppingen-type bur Rubik's own spoiler design was used on the R-17b. The outer trailing edges carried balanced, slotted, differential ailerons which could be lowered together by 5° for slower landings. The one-piece ailerons of the R-17 were wooden but the R-17b's divided ailerons were light-metal framed and fabric-covered. They also had longer spans and narrower chords, with Frise-type leading edges for balancing.
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There are full span, fixed slots on the leading edges and wooden, slotted ailerons and flaps. The wings are braced with a single strut on each side to the lower fuselage. The central fuselage is steel framed, with a cabane which forms the upper cabin and joins the wings. Below there is a steel U-shape cross member which links the two sides of the cabane and carries attachment points for the seats, controls, undercarriage and wing struts.
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It was a single-engine, high-wing monoplane of standard layout except for its twin tail. The wing had constant chord and was built around two parallel, solid spars and wooden ribs. The leading edges were covered and reinforced with Wobex and the rest of the wing was fabric covered. The centre section was integral with the cabin top and the outer wings were braced on each side with V struts from the wing spars to the lower fuselage.
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The horizontal stabilizer was changed to the variable incidence or "all flying" type. Spoilers were added to the outboard wings to assist the ailerons in roll axis control. Despite the very enlarged wing, an empty RB-57D weighed not much more than an empty B-57 due to the lightening measures taken. The most extreme measures were taken with the wings, which were thin metal honeycomb sections that formed a full wet wing (even in the leading edges).
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The peeled-back thermal blanket on OMS pod. During its first full day in orbit, crewmembers aboard Atlantis inspected the shuttle's heat shield. The crew was given an extra half-hour to sleep after being kept up late to finish downloading in-cabin video. Pilot Lee Archambault and Mission Specialists Patrick Forrester and Steven Swanson used the shuttle's robotic arm and orbiter boom sensor system (OBSS) to inspect the heat shield on Atlantis wing leading edges and nose cap.
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Seen from the side, the fuselage depth decreased only gently, but in plan it narrowed rapidly, ending in a vertical knife edge. The tailplane, mounted on the centerline, had a curved leading edge and carried elevators. The deflection range of these was limited to an overall 8.5°. The original fin had near straight leading edges both above and below the fuselage, terminating in a vertical, rudderless trailing edge carrying only a trim tab below the centerline.
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Zeldenrust was built in 1857 for miller Roelf Oostling. It was moved from Emmen where it had been used as an oil mill. The mill passed from Roelf Oostling to his son Jans and in 1919 he sold it to Jan Omvlee, who died in 1928 on his 37th birthday, leaving a wife and eight children. The mill passed to his widow Jacoba. In 1936, the leading edges of the sails were streamlined on the Dekker system.
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At the rear, the tailplane was mounted on top of the fuselage; it was quite small, with strongly swept leading edges and tapered elevators split around the fin. The rudder was horn balanced and curved down to the keel behind a sloped straight leading edged rudder and fine. Like other Ciani designs, the Spillo was built by Sezioni Sperimentale di Volo a Vela (SSVV), an offshoot of the Aeroclub Volovelistio Milanese. It first flew in 1954.
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The latter had single spars and plywood covered leading edges, forming torsion-resisting D-boxes. In the absence of a conventional rudder the Habicht had drag rudders. These were leading edge flaps placed near the tips and formed by mounting the leading edge surfaces on a hinge so they could open upwards and downwards (those of the Horten H.I had extended downwards only). Their differential operational controlled yaw and they served as conventional airbrakes when opened together.
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At the nose the two upper panels were curved rather than flat; in elevation the nose was rounded and the fuselage tapered aft. The cockpit was centred over the spar and enclosed by a long, teardrop shaped canopy. All the tail surfaces were only slightly tapered, with straight leading edges and blunt tips. The tailplane was attached to the upper fuselage with three bolts and was far enough forward that the rudder hinge was aft of the elevators.
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Much of his research focused on the leading edges of speculative physics but was always grounded in what he believed humans could accomplish. He worked on such projects as space tethers and space fountains, solar sails (including Starwisp), antimatter propulsion, and other spacecraft propulsion technologies, and did further research on more esoteric possibilities such as time travel and negative matter. He was issued a patent for the statite, and contributed to a concept to drain the Van Allen Belts.
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The inner halves of the span were rectangular in plan, each with a central part with 14° of dihedral and an outer part with no dihedral. These were braced from the fuselage keel with a single strut on each side to the spar. The outer wings had swept leading edges and semi-elliptic trailing edges entirely filled with the ailerons. The semi-monocoque fuselage of the Szittya was an oval section, ply structure built around frames and stringers.
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The legs are marked with dull orange as are the leading edges of the wings (costae). As with all cicadas, the males produce the shrill, buzzing calls by rapidly flexing drumhead-like membranes, while the females are limited to producing clicks. The call of C montana sounds like static hiss to the unaided human ear and is sustained with relatively short lulls at irregular intervals. Their shrilling was venerated by the ancient Greeks, but detested by Virgil.
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The A-1 had a one piece, cantilever wing with swept leading edges, an unswept trailing edge and blunted tips. It had a reflex, Joukovsky airfoil section and was thick in the centre, thinning outboard where tapered ailerons reached out to the tips. It was built around pairs of swept wooden spars with plywood skin from the forward one around the nose forming a torsion resisting D-box. The rest of the wing was covered with silk (pongée).
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Like the Elitar Sigma, the Elitar-202 is manufactured at Samara by VVV-Avia. It is a low wing monoplane constructed largely of composites, with foam filled GRP surfaces and GRP/carbon fibre wing spars. The wings are fitted with flaps and in plan have rounded leading edges near the upturned tips. The leading edge of the fin is strongly swept; the rudder is less swept and has a cut-away at its base for elevator movement.
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The body of the bumpnose trevally is a silvery green-blue above, becoming more silvery-white below, with a dark blotch present on the operculum. The spinous dorsal fin and the soft dorsal fin rays are black, while the anal fin is brownish, with the filaments and lobe often blackish. The caudal fin has black trailing and leading edges, and the pelvic fin is dusky to black. Juveniles often have five to seven vertical crossbars on their sides.
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The T.1 and T.2 were designed by Alfred Renard and Emile Allard. Each had a thick profile, two part, cantilever, high wing which could be rapidly detached for transport. In plan the wing was basically rectangular but with rounded leading edges at the tips. The wing was mounted with slight dihedral; its thickness was constant over most of the span but decreased over the outer parts, where its ailerons extended aft beyond the trailing edge.
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Both had short, broad-chord ailerons which reached the wingtips and were externally interconnected. Structurally, each wing was built around two spruce spars and had plywood-covered leading edges. The trainer was powered by an Anzani 6 six-cylinder radial engine in the nose, fitted with a narrow-chord ring cowling. Immediately behind the engine the fuselage was five-sided, rectangular below but sloping on top, and was covered with aluminium sheets back to the wing leading edge.
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Aluminum has been used throughout the wing and tail leading edges, titanium is predominantly present within the elements of the engines and fasteners, while various individual components are composed of steel. External features include a smooth nose contour, raked wingtips and engine nacelles with noise-reducing serrated edges (chevrons). 1.34 MB. The longest-range 787 variant can fly up to , or the even longer Qantas QF 9 flight between Perth Airport and London–Heathrow, over . Its cruising airspeed is .
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From about 1950 to his death in February 1981, Iosif Silimon was Romania's most prominent glider designer, his aircraft distinguished by his initials. The IS-8, a two-seat shoulder wing cantilever monoplane, first flew on 14 September 1960. Its wings had an all wood structure and were mounted with 2.5° of dihedral. They were significantly forward swept, by 7° at quarter chord, with a constant chord inner section and strongly tapered outer panels with unswept leading edges.
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The roughly triangular but blunt tipped horizontal tail is mounted on top of the fuselage, forward of the rudder hinge. The tailplane has ply-reinforced leading edges but elsewhere, like the elevators, is fabric covered. The earlier S.15 variants differed from each other chiefly in span and aspect ratio according to their intended role, though the shortest span variant, the S.15A, was not completed. Only the S.15K reached production, with twenty-one built.
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This approximated taper and was simpler to build with fewer different sized ribs. The mid-wing joins were blended with short tapered sections of the trailing edge; the leading edges were straight. Overall there was 1° of forward sweep. The wing structure was wooden, consisting of a single main spar with plywood skinning forward from it around the leading edge to form a torsion resisting box, a secondary rear strut and diagonal drag struts at the wing roots.
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Five Bf 109 E-7s were acquired by the Japanese in 1941, without armament, for evaluation. While in Japan they received the standard Japanese hinomarus and yellow wing leading edges, as well as white numerals on the rudder. A red band outlined in white is around the rear fuselage. They were used in comparison trials by the Japanese Army Air Force with the Nakajima Ki-43 Hayabusa, Nakajima Ki-44 Shoki and the Kawasaki Ki-61 Hien.
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The stripe-throated bulbul grows to a length of about . The plumage of both sexes is predominately dull brown with the exception of the forehead, ear coverts, throat and upper breast which are boldly streaked with yellow. The leading edges of the wings and the outer tail feathers are yellowish, the lower breast and belly are streaked with white, and the area around the vent is yellow. Juveniles are similar to adults but the yellow- colouring is more muted.
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The tailplane had curved, swept leading edges and carried split elevators with a cut-out for rudder movement. The fin was almost triangular, with a slightly convex leading edge; it carried a pointed rudder on a vertical hinge extending to the bottom of the fuselage. The smooth, oval section fuselage was ply and fabric covered, tapering towards the tail. The pilot sat low down in a small open cockpit with narrow streamlined dorsal fairings in front and behind.
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The parasol wing of the MS.152 was in two parts, which were straight- edged with constant thickness and chord. They were swept at about 7° but mounted without dihedral. These fabric covered panels were of mixed construction, with twin metal spars but wooden ribs, false spars and leading edges. Each was supported just beyond mid-span by pairs of streamlined, duralumin tube struts converging downwards from the spars to a frame mounted on the fuselage.
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Also, when deployed, Krueger flaps result in a much more pronounced blunt leading edge on the wing, helping to achieve better low-speed handling. This allows smaller-radius wing leading edges, better optimized for cruise. Leading edge Krueger flaps enhance wing's low speed lift production especially on swept wing aircraft. The Krueger flaps developed for the Boeing 747 were constructed from fiberglass honeycomb material and were designed to be intentionally distorted into an aerofoil section on deployment.
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Chord was also large at the root, where the wing was generously faired into the fuselage. The plan became trapezoidal outboard with long, approximately elliptical tips. The straight part of the trailing edges were filled with long, narrow-chord ailerons carrying ground-adjustable trim tabs. Two of the 101's three , seven-cylinder Pobjoy R radial engines, enclosed in NACA cowlings, were mounted ahead of the leading edges on steel frames isolated on rubber blocks and toed outwards.
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It had a very high aspect ratio (31.7) wing with a constant chord centre section carrying dihedral. Outer panels, with anhedral, combined with the inner section to form a cantilever gull wing. These outer panels had straight taper on the leading edges only, and rotated as all-moving ailerons or "tiperons" for roll control. The wing was mounted on top of a narrow fuselage pod, with the pilot under a rear hinged canopy well forward of its leading edge.
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The hazards team found contamination on the leading edges and tailplanes, although it was within acceptable limits. Ground crews were permitted to work on the aircraft, although they were instructed not to eat or smoke while working on the aircraft. A Centurion tank, Registration Number 169041, was positioned approximately from ground zero. Two hours before the test it was left with the hatch closed, engine running and brakes off, and test dummies with film badges representing the crew.
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There is a clear white bar in the middle of the lower part of the body situated immediately in front of the most forward dark bar. There are wavy dark bars on the dorsal, anal and caudal fins and, in some fish, there is a pair of large black blotches at the base of the caudal fin. The pelvic fins are black with white leading edges. The belted sandfish attains a maximum recorded tital length of .
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After Vladimir Petlyakov's death in January 1942 Vladimir Mikhailovich Myasishchev continued the development of the Petlyakov Pe-2, beginning with the DB-108. DB stood for long range bomber and 108 was a NKVD, rather than design bureau, number. The three prototypes were identified by their designer's initials, VM. All three had the same basic layout. Their cantilever wings were mid-mounted and had rectangular panels between roots and engines, with radiators in their leading edges.
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In 2012, the Fipke Laboratory for Trace Element Research (FiLTER) opened, with Fipke funding the purchase of imaging equipment including a scanning electron microscope. "To graduate excellent scientists, a university needs to have the best technology available," said Fipke. "My goal is to help UBC's Okanagan campus reach the leading edges of science, in order to recruit the top students and faculty from around the world." Fipke has also donated substantially to Alzheimer's research at UBC.
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The British designed a range of swept-wing bombers, the Vickers Valiant (1951), the Avro Vulcan (1952) and the Handley Page Victor (1952). By the 1960s, most civilian jets also adopted swept wings. By the early 1950s nearly every new fighter was either rebuilt or designed from scratch with a swept wing. The Douglas A-4 Skyhawk and Douglas F4D Skyray were examples of delta wings that also have swept leading edges with or without a tail.
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The Zephyr was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, fixed tricycle landing gear, a T-tail and a single engine in tractor configuration. The aircraft's fuselage is made from composites with wooden bulkheads. The semi-tapered span wing is made from plywood with composite spars and leading edges and employs a UA-2 airfoil.
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The Constellation's wing design was close to that of the Lockheed P-38 Lightning, differing mostly in size.Johnson 1985, pp. 82 The triple tail kept the aircraft's height low enough to fit in existing hangars, while features included hydraulically boosted controls and a de-icing system used on wing and tail leading edges. The aircraft had a maximum speed of over , faster than that of a Japanese Zero fighter, a cruise speed of , and a service ceiling of .
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The Aviation History Online Museum. Retrieved 3 March 2007. This swiveling, aft-retracting landing gear design was common to the Curtiss P-40 (and its predecessor, the P-36), as adopted for the F4U Corsair's main gear and its erstwhile Pacific War counterpart, the Grumman F6F Hellcat. The oil coolers were mounted in the heavily anhedraled center-section of the wings, alongside the supercharger air intakes, and used openings in the leading edges of the wings, rather than protruding scoops.
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The tail unit was conventional, with a flight-adjustable tailplane mounted on top of the fuselage and braced from below with a single strut on each side. Both it and the fin had straight leading edges which led to rounded tips. Both rudder and elevators were unbalanced; the rudder was rounded and extended to the keel, operating in a notch between the elevators. On the fuselage underside below the tail was a rubber sprung, steel and dural tailskid with a steerable shoe.
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Radiatively cooled TPS can be found on modern entry vehicles, but reinforced carbon–carbon (RCC) (also called carbon–carbon) is normally used instead of metal. RCC was the TPS material on the Space Shuttle's nose cone and wing leading edges, and was also proposed as the leading-edge material for the X-33. Carbon is the most refractory material known, with a one-atmosphere sublimation temperature of for graphite. This high temperature made carbon an obvious choice as a radiatively cooled TPS material.
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SHARP TPS materials enable sharp leading edges and nose cones to greatly reduce drag for airbreathing combined-cycle-propelled spaceplanes and lifting bodies. SHARP materials have exhibited effective TPS characteristics from zero to more than , with melting points over . They are structurally stronger than RCC, and, thus, do not require structural reinforcement with materials such as Inconel. SHARP materials are extremely efficient at reradiating absorbed heat, thus eliminating the need for additional TPS behind and between the SHARP materials and conventional vehicle structure.
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These have straight leading edges but smoothly rounded trailing edges, unlike the angular rear edges on the Scud 1\. A landing skid extends from the nose to below the wing trailing edge, with a wire loop as a tail skid. The Scud 2 first flew on 27 August 1932 from Askam-in-Furness. Photographs and general arrangement drawings from 1932 show early aircraft had narrow chord ailerons extending over the outer half-span and maintaining the straight wing trailing edge.
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The mill was restored in 1959-62, its wooden windshaft being replaced by a cast-iron one, and the sails were fitted with the Fok system on the leading edges The work was carried out by millwright Medendorp of Zuidlaren, Drenthe. Following the death of its owner in December 1968, Windlust was bequeathed to the Stichting De Oosthoek. The mill was not worked at all for three years, and then only occasionally until 1975. Since then, it is regularly worked on a Saturday.
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By July 1999, the Trent had secured a near 40% share of engine orders for the A330. In 2009 Rolls-Royce introduced an upgraded version of the engine dubbed the Trent 700EP (enhanced performance) which incorporated a package of improvements derived from later members of the Trent engine family (especially the Trent 1000). These included elliptical leading edges and optimised fan and high-pressure turbine tip clearances. Together the improvements provided a 1.2% improvement to the Trent 700's specific fuel consumption.
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Behind the wheel the pod curves upwards on its underside to meet the slender boom just aft of the wing rather abruptly. The tail surfaces are fabric-covered apart from ply-reinforced leading edges of the tailplane and very narrow fin and the bottom of the rudder. The latter has a blunted triangular profile. In plan, the tailplane and elevators, mounted on top of the boom, are straight- tapered to rounded tips with a small cut-out for rudder movement.
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The S.T.3 had a duralumin structure and was a sesquiplane; though the lower wing had a span only slightly less than the upper, its chord was reduced to 60%. The lower wing was also aerodynamically thinner than the upper. Both wings were in two parts and had blunted rectangular plans. They were built around two girder spars, with dural skin around the leading edges and fabric covered elsewhere, including the full-span ailerons which were mounted on the upper wing only.
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In plan it is straight tapered with unswept leading edges, resulting in forward sweep of 2° at one quarter chord. There is 4° of dihedral and 2° of washout. Its ailerons are slotted and fabric covered and spoilers, mounted behind the spar at about one third span, open above and below the wing. The fuselage is a flat sided monocoque which tapers gently to the rear, with the straight tapered tailplane mounted on top of it and forward of the fin.
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Additional structural elements replacing the inboard suspension units gave added chassis stiffness. As the supply of BMW V8 engines came to an end a final run of 8 Aero GTs was released with a number of design changes including vents in the front wings, canards at the leading edges and an enhanced rear venturi. The standard carbon fibre hard top added a ventilation bulge at its rear. The GT has adjustable suspension, and is otherwise mechanically identical to the Series 5.
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The Breda 79S was unusual amongst the Società Italiana Ernesto Breda's products in the late 1930s in that it was a civil machine rather than a military one. It was a single-engined high-wing monoplane with a rather well equipped cabin for four. The wings were joined to the upper fuselage longeron and braced with streamlined vee struts to the lower longeron in the conventional way. They had almost straight leading edges with taper on the trailing edges and rounded tips.
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Osprey C, upright Cirrus powered Osprey PB/PC, inverted Menasco Pirate powered thumb The trimotor Osprey was a monoplane with a high, three- part wing of rectangular plan out to blunted tips. Its centre section contained two fuel tanks and extended as far as the outer engines. The trailing edges of the outer panels were filled with narrow chord ailerons. The wing was built around twin spruce box spars with spruce ribs and was fabric covered, though its leading edges were spruce plywood.
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Its effects are minimal at subsonic speeds, but are significant enough at supersonic speeds beyond about Mach 2.2 that they affect design and material considerations for the vehicle's structure and internal systems. The heating effects are greatest at leading edges, but the whole vehicle heats up to a stable temperature if its speed remains constant. Aerodynamic heating is dealt with by the use of alloys that can withstand high temperatures, insulation of the exterior of the vehicle, or the use of ablative material.
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As the flow is already supersonic, increasing the speed even more would not be beneficial for the wing structure. Reducing the thickness of the wing brings the top and bottom stringers closer together, reducing the total moment of inertia of the structure. This increases is axial load in the stringers, and thus the area, and weight, of the stringers must be increased. Some designs for hypersonic missiles have used liquid cooling of the leading edges (usually the fuel en route to the engine).
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Both have 37° butterfly tails with straight leading edges and round tips and trailing edges. The Ka 1 has a ply-covered, rounded wooden-framed fuselage but that of the Ka 3 is more angular, steel tube-framed, fabric covered and slightly longer. Both have a simple, deep, sprung landing skid reaching from the nose to under the trailing edge of the wing, assisted by a tail bumper. Their cockpits are under the wing leading edge, into which the clear canopy extends.
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The elevators and the leading edges of the rudder (there was no fin) were ply-covered boxes, with silk elsewhere. The tailplane's angle of incidence could be adjusted on the ground for trimming but its elevators were unbalanced. A large balanced rudder reached down to the keel and worked in an elevator cut-out. The RK.25 had a traditional fixed undercarriage with a track of , its mainwheels on a single axle supported by a pair of V-struts from the lower fuselage.
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The first prototype, L6844, used long exhaust ducts that were channelled through the wings and fuel tanks, exiting at the wing's trailing edge. This configuration was quickly changed to more conventional, external exhausts after Westland's Chief test pilot Harald Penrose nearly lost control when an exhaust duct broke and heat-fractured an aileron control rod.Bingham 1987, p. 28. The engines were cooled by ducted radiators, which were set into the leading edges of the wing centre-sections to reduce drag.
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The wing was braced by a single lift strut on either side from the bottom of the fuselage to the outer centre section, assisted by flying wires. The ailerons reached to the wing tips where the whole wing surface rotated, the leading edge acting as an aerodynamic balance; there were no flaps or airbrakes. The fuselage was rounded and tapered towards the rear. The tail surfaces had straight leading edges and curved trailing edges; the rudder was described as "automatic".
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Its wing is of blunt tipped, approximately trapezoidal plan but with slightly greater sweep on the centre section leading edges than outboard. It is constructed from two metal spars and stressed aluminium skin. Inboard of the ailerons, which are fabric covered over aluminium alloy frames and mass balanced, there are hydraulically operated split flaps. The horizontal tail, mounted on the top of the fuselage, is also straight tapered with blunt tips but the fin and rudder are more rounded, with a dorsal fillet.
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As the full company name (Rohrbach Metall- Flugzeugbau) makes clear, all Rohrbach aircraft were all-metal, including their duralumin skinning. The Robbe was a monoplane with a high wing described at the time as a semi-cantilever structure, meaning that there were no rigid wing struts but that it retained external bracing with flying wires to the wings from the lower fuselage. The wings were mounted with 5° of dihedral. In plan they were straight tapered, with unswept leading edges and blunt tips.
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The wooden CW I was a cantilever monoplane with a high, three-part wing. The wings's short, rectangular plan centre-section was integral with the fuselage, built around three spars and plywood covered. The outer panels were straight-tapered, with ply covering around their leading edges and fabric covering over the remainder of the wing surfaces, including those of the ailerons. The glider's fuselage was rectangular in section, narrow and deep with an aerofoil-like profile and tapering aft in plan.
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Though a much larger aircraft, the G.11E used the same coaxial, three blade twin rotor layout as on the Gyroplane Laboratoire. It was initially powered by a fan cooled Potez 9E nine cylinder radial engine mounted amidships, under the concentric rotor shafts. There was 6.5:1 speed reduction gearing between the engine and the rotor drive. The rotors are built around tapered tube spars, which carry ribs and are Dural clad at the leading edges and with alloy over 3-ply elsewhere.
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The tailplane and elevator was of constant chord and did not extend beyond the fins, which had swept, straight leading edges and carried curved rudders, cut away below. The central nacelle of the LB.2 placed the seating well ahead of the wing leading edge and the engine at the trailing edge. It was a flat sided structure of mixed construction, with plywood covering around the nose and cabin and metal around the engine. Seating was enclosed, with access via fuselage side doors.
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The pilot's open cockpit was ahead of the wing leading edges but below the forward engine. At the rear the upper fuselage swept upwards into the fin, which carried the horizontal tail at its top. The latter was straight-edged with angled tips, its tailplane braced to the fuselage with a rearward-leaning strut on each side. The rudder, which worked in a cut-out between the elevators, was rounded and had a comma-style balance that operated above the tailplane.
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The silicon-carbide coating protected the carbon-carbon from oxidation. The RCC was highly resistant to fatigue loading that was experienced during ascent and entry. It was stronger than the tiles and was also used around the socket of the forward attach point of the orbiter to the External Tank to accommodate the shock loads of the explosive bolt detonation. RCC was the only TPS material that also served as structural support for part of the orbiter's aerodynamic shape: the wing leading edges and the nose cap.
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There, the crew deployed the robotic arm, beginning Late Inspection of the reinforced carbon-carbon tiles on the nose cap and wing leading edges. At the mission status briefing, Matt Abbott reported the undocking was "flawless", and the late inspection was completed successfully. Monday would be a standard pre-landing day, with checkout of the various systems on Endeavour, as well as an educational media event. Entry Flight Director Steve Stich and the entry team will take over mission duties tonight, in preparation for Tuesday's landing.
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The leading edges of the wings and intakes continued to use pyroceram, while other portions used a variety of materials selected for low radar reflection, including fiberglass. The new engines reduced the cruise speed to Mach 3.2, compared to Mach 4.2 for the FISH, but range was increased to about 3,400 nm (6,300 km). In July 1959, Lockheed and Convair presented preliminary designs and RCS estimates to the review panel. Lockheed's was designated the A-12, and was a variation of their A-11 design.
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The F.K.29 was designed by Koolhoven for the NVI (National Aircraft Industry) as a kind of air taxi, transporting two passengers between small local fields and the departure airport of scheduled flights. It was an equal span two bay biplane, with simple pairs of parallel interplane struts between unstaggered wings. The leading edges were straight and the wings were of constant chord out to the ailerons which curved in towards rounded tips. On each wing the upper and lower ailerons were externally interconnected with faired struts.
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The Lithuanian LAK-16 primary glider was designed by Gintaras Sabaliauskas and Kęstutis Leonavičius as a successor to the LAK-14 Strazdas. For its first flight, it was fitted with a LAK-14 wooden wing but on later examples the wood was replaced with more modern materials. The LAK-16 is a high braced wing monoplane, with a simple parallel chord. Its wing is unswept and fabric covered, with broadly curved tips; on early production models it had a glassfibre single spar, glassfibre leading edges and ribs.
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241 The Yak-16-II passed its manufacturer's trials in April 1948 and was submitted for the State acceptance trials shortly afterwards. These revealed several deficiencies that caused the horizontal tail area to be increased and deicing equipment to be fitted on the leading edges of the wings and tail. It was resubmitted for another round of State acceptance trials which approved it for production. However, it was not selected for production as the Antonov An-2 was thought to be more versatile in both roles.
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The fairings behind them extended around the wings and beyond as booms; at their rear, rectangular fixed tailplanes linked the booms to the fuselage. A straight tapered fin and rudder with trim tabs was mounted at the end of each boom with a constant chord, round tipped main tailplane mounted on top of them, carrying a one- piece elevator. The wings were mid-mounted and strongly tapered with slightly swept leading edges and marked curvature on the trailing edges. They were fitted with tabbed ailerons and flaps.
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The windowed passenger cabin was below, with four rows of four seats separated by a central aisle, another two at the front and provision for two more. Behind the passenger cabin there were small cabins for the radio-operator and for the captain, plus toilets and a baggage store. The large flying boat was power by five Gnome-Rhône Jupiter uncowled nine-cylinder radial engines. Four were mounted close to the wing leading edges and the fifth, at the same height, over the bow.
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It stays on wing 20% longer, uses 30% fewer parts to lower maintenance costs and has a contra-rotating architecture. The Lean combustor reduces NOx gases with required pressure loss and backflow margin. Fan blades have steel alloy leading edges and the composite fan case reduces thermal expansion. To reduce fuel burn, the 23:1 pressure ratio high-pressure compressor is based on the GE90-94B, shrouded guide vanes reduce secondary flows and counter-rotating spools for the reaction turbines reduce load on guide vanes.
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The BS.7 was designed with transportability in mind and, with the wings detached and arranged along the fuselage beam, leading edges up, it could be towed behind a motorcycle on a two-wheeled trailer. Pilots could use it to gain their A and B badges. Though the first flight was in 1929, the first BS.7s built did not appear on the Italian civil aircraft register until 1932. The number built is uncertain; Pedrielli states three, but eight appear on the reconstructed register.
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Behind the rear seats was a panel with sliding door access to a starboard side toilet The corresponding port-side space was a baggage compartment accessible only from outside. Entry to the cabin was via an over-wing port side door. The tail unit was a cantilever structure with the tailplane an integral part of the upper fuselage, carrying endplate fins with straight swept leading edges above the tailplane and rounded below. The fixed surfaces were plywood skinned, but rudders and the elevator were fabric covered.
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Power was increased by replacing the Hikari with the Mitsubishi Kinsei 3 in a redesigned cowling, and the vertical tail was enlarged to help with the directional instability. The wings were slightly larger in span and the outer sections of the leading edges had wash- out to combat the snap rolls, and strengthened dive brakes were fitted. These changes cured all of the problems except the directional instability, and it was enough for the D3A1 to win over the Nakajima D3N1.Francillon 1969, p. 24.
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The duralumin N-type struts that separated the wings, and attached the upper wing to the fuselage, had a teardrop profile and were reinforced with steel bracing wires. Laced lacquered fabric covered the empennage and wings, except for the roots of the lower wings which were covered in plywood and the leading edges of the wings were skinned in duralumin for the first . Ailerons were fitted only to the upper wing. All movable control surfaces and the tail section were built with doped fabric over metal framing.
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Its open cockpit was just ahead of the wing leading edge. Behind it an upper fuselage ridge enclosed the wing mounting then gradually fell away over a tapering fuselage structure to the tail. The tail unit was similar to that of the Komar with a very small, ply-covered fin and a generous, round-tipped but slightly angular, largely fabric-covered balanced rudder which extended to the keel. The horizontal surfaces were of the all-flying type and fabric- covered apart from ply-reinforced leading edges.
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The design of the rear and front spar attachments revealed the flanges of the spar were flushed with the wing surface making the most efficient structure. The outer wing leading edges were double-skinned. In the wing space, a hot air feed was fitted, using heat pumped through lagged pipes from the engines to warm up and de-ice the wings. The ducts were located just forward of the front spar flanges and in between the main spars where they could escape into the wing.
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At the rear the empennage was conventional, with a very upright fin and deep, rounded rudder. The horizontal tail, mounted on top of the fuselage, had straight, swept leading edges and a semi-elliptical trailing edge form with separate elevators. All rear surfaces had relatively high aspect ratios, again to minimize drag. The Dongó had a fixed tailskid undercarriage, with mainwheels on half-axles hinged centrally from a transverse inverted-V strut and mounted just inside the wheels on two inverted V longitudinal struts.
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Grumman produced a high-wing monoplane of almost all-metal construction—the trailing half of the main wing and all of the flight control surfaces except for the flaps were fabric-covered. It was powered by two Pratt & Whitney R-985 Wasp Junior nine-cylinder, air-cooled, radial engines mounted on the leading edges of the wings. The deep fuselage served also as a hull and was equipped with hand-cranked retractable landing gear. First flight of the prototype took place on May 29, 1937.
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Its fuselage was oval in cross section, wood framed, plywood covered and tapered strongly to the tail. The wing was mounted on a pedestal faired into the aft fuselage with the pilot's open cockpit immediately ahead it, below the wing leading edge. The fin and fuselage mounted tailplane, both ply covered, had swept, straight leading edges which were rounded at their tips to merge into a curved rudder and semi-elliptical elevators. These control surfaces were fabric covered, the rudder ending above the elevators.
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Additional bracing for the wings was provided by kingposts extending down from the leading edge at mid-span. There were two small foreplanes, which, like the wing, had exposed Fabre beams forming their leading edges, one mounted above the upper beam and the second on the strut connecting the two beams. A rectangular rear-mounted rudder was situated above the wing: below the wing there was a similar rectangular fixed surface extending down to the lower fuselage beam. The pilot sat astride the upper fuselage beam.
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Mechanics report ice present on the inlet guide vanes, engine cowlings and engine bullet noses, but no ice was found on the aircraft surfaces. A mechanic recommended that the engine anti-icing system be used, but no maintenance was performed on the aircraft in Anchorage. Investigators suspected that ice on the airfoil or transducer may have caused the stall warning to fail. The ice present on the surface of the wings and leading edges could have reduced the angle of attack needed to produce a stall.
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The Kopp–Etchells effect is created by metallic sparks, similar to the sparks generated when grinding metal. Helicopter rotors are fitted with abrasion shields along their leading edges to protect the blades. These abrasion strips are often made of titanium, stainless steel, or nickel alloys, which are very hard, but not as hard as sand. When a helicopter flies low to the ground in desert environments, sand can strike the metal abrasion strip and cause erosion, which produces a visible corona or halo around the rotor blades.
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The two subspecies are very similar, but the grass pickerel lacks the redfin's distinctive orange to red fin coloration, its fins having dark leading edges and amber to dusky coloration. In addition, the light areas between the dark bands are generally wider on the grass pickerel and narrower on the redfin pickerel. Record size Grass and Redfin Pickerels can weigh around 2 pounds and reach lengths of around 13 inches. Redfin and Grass Pickerels are typically smaller than Chain Pickerels which can be much larger.
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Following the mixed success of the earlier Monospar family of aircraft, the company designed a ten-seat light transport, the ST-18 (later named Croydon). Due to the longer-span wing, it was not a cantilever monospar wing but had to be fitted with bracing struts. The ST-18 was a low-wing monoplane, with a conventional tail unit and tailwheel landing gear, and hydraulically retractable main gear. It was powered by two Pratt & Whitney Wasp Junior radial engines mounted on the wing leading edges.
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VP-43 at NAS Jacksonville in 1941 ;XP2Y-1: One prototype ;P2Y-1: Navy version of the Commodore. 23 were ordered on July 7, 1931, and were delivered to Patrol Squadron 10 (VP-10) at Norfolk, Virginia on February 1, 1933. ;P2Y-1C: One aircraft delivered to Colombia in December 1932. ;P2Y-1J: One aircraft delivered to Japan in January 1935. ;XP2Y-2: One prototype ;P2Y-2: Was a -1 with more powerful R-1820-88 engines faired into the leading edges of the wing.
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The sailplane had an roughly oval section, ply-covered fuselage, though the sides met at a sharp, linear keel. A rubber-sprung landing skid covered the join from nose to under mid-chord. Its cockpit was at the leading edge and usually enclosed with a canopy modified over the years by the M22's various manufacturers. The fuselage tapered rearwards; the tailplane and elevators together, mounted on top of the fuselage, were straight-tapered out to tapered tips and fabric- covered apart from ply-skinned leading edges.
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Black dots of a few millimetres in diameter may also be found scattered all over the body, although the coverage of these dots varies between widespread to none at all. All the fins are generally light grey to black, although fish taken from turbid waters often have yellowish fins, with the anal fin being the brightest. The leading edges and tips of the anal and dorsal fins are generally lighter in colour than the main part of the fins. There is no black spot on the operculum.
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The leading edge was ply covered, with fabric elsewhere. The centre-section was joined to the upper fuselage frame by internal, vertical struts and the wing braced on each side with a parallel pair of streamlined steel tubes between the wing spars and the lower fuselage frame. Its short, broad ailerons were metal framed, fabric covered apart from duralumin leading edges and externally mass-balanced. The Comet's fuselage had a welded steel tube structure, with a light wooden-framed upper section aft of the cabin.
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The crew of STS-115 spent the morning of Flight Day 10 carrying out final inspections of Atlantis heat shield in preparation for re-entry on flight day 12. Orbiting around behind the ISS, the crew used the Orbiter's robotic arm and boom sensor system to make sure that no damage had been done to Atlantis nose and wing leading edges by micrometeoroids and other space junk. The crew spent the rest of this light duty day stowing equipment in preparation for re-entry and landing.
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The wings were joined by vertical pairs of interplane struts, the forward members attached near the leading edges, and the centre section was supported by similar, shorter cabane struts from the upper fuselage. Each inner bay was defined by two close pairs of leaning interplane struts, supporting an Le Rhône 9C nine-cylinder rotary engine about halfway between the wings. Each wing-mounted engine was in a long, tapered cowling, open at the rear. There was a third cowled Le Rhône in the nose.
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NASA TF-8A in 1973 The supercritical airfoil was first suggested by aerodynamicists in Germany during the Second World War. During 1940, K. A. Kawalki at Deutsche Versuchsanstalt für Luftfahrt Berlin-Adlershof designed a number of airfoils characterised by elliptical leading edges, maximal thickness located downstream up to 50% chord and a flat upper surface. Testing of these airfoils was reported by B. Göthert and K. A. Kawalki in 1944. Kawalki's airfoil shapes were identical to those subsequently produced by the American aerodynamicist Richard Whitcomb.
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Yves Le Prieur had identified a need for a simple, economical training aircraft on which pupils could master the behaviour of seaplanes and approached the designer and constructer Louis Peyret for a suitable aircraft. The outcome was the Peyret-Le Prieur seaplane. It was a single bay biplane, with rectangular plan wings mounted without stagger and braced by two pairs of parallel, vertical interplane struts and bracing wires, with a large interplane gap of . The wings were wooden, two-spar, two-part structures, with spruce leading edges.
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All its flying surfaces were straight tapered and square tipped; the wing carried flaps. Its Pratt & Whitney R-1340 Wasp nine cylinder radial engines were mounted ahead of the wing leading edges, with cowlings which extended rearwards, both above and below the wing, nearly to the trailing edge. Its main wheels retracted backwards into the lower cowling and the tail wheel also retracted. Its crew compartment was in the extreme nose of a deepened forward fuselage, with multiple transparencies to provide good sideways and downward vision.
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The inner area of each part was rectangular in plan, tapering strongly outboard. The leading edges ahead of the main spar were plywood-covered, as was the whole wing at the inner-outer junction; the rest was fabric-covered. An aileron filled the whole trailing edge of each outer section. The two parts joined at a narrow centre- section on a raised fuselage pylon and were braced on each side with a V-strut from the fuselage bottom to the wing spars at the inner-outer junctions.
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The mid-chord airbrakes were arranged as pairs above and below the wings. The fuselage seemed notably long and slender at the time, and the tail unit small. It was a semi-monocoque spruce structure, plywood covered apart from the G.R.P in the cockpit area, with the single piece canopy hinged on the starboard side. The original tail unit was again a spruce structure with G.R.P. leading edges, its all moving tailplane mounted low on the fin, though later aircraft used a metal framed tailplane.
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In 1934, thanks to the development of stronger steel alloys, the wingspan was increased from with a concurrent wing area increase from . Any part of the aircraft could be walked on in soft shoes without damaging the skin, and the leading edges of the wings swung down to form walkways for engine maintenance. Controls were cable- actuated with a variable-incidence tailplane and a trim compensation system in case of engine failures on one side. Fixed main landing gear was not fitted with brakes.
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They have constant chord and are of mixed construction, with single aluminium spars and drag struts, plywood covered D-box leading edges, ply and spruce ribs and fabric covering. There are externally interconnected Frise ailerons on both upper and lower wings. The latter are mounted on the lower fuselage longerons and single, faired, deep chord, I-shaped interplane struts position the upper wing well above the fuselage, assisted by central cabane struts. These latter struts, together with the wing centre section, are part of the tubular aluminium fuselage structure.
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A deep chord tailplane with highly swept leading edges and a pair of elevators with rounded trailing edges was mounted on top. At least part of the rudder projected below the fuselage. It was protected from the ground by a long tailskid, mounted well below the fuselage on a long post which also extended above the fuselage and appears, in a photograph, to have carried a small flag. The pilot's open cockpit was positioned close to the trailing edge of the wing, which had a large cutout to improve visibility.
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Pitch is changed in this case by moving the entire horizontal surface of the tail. This seemingly simple innovation was one of the key technologies that made supersonic flight possible. In early attempts, as pilots exceeded the critical Mach number, a strange phenomenon made their control surfaces useless, and their aircraft uncontrollable. It was determined that as an aircraft approaches the speed of sound, the air approaching the aircraft is compressed and shock waves begin to form at all the leading edges and around the hinge lines of the elevator.
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Like most owls, the barn owl flies silently; tiny serrations on the leading edges of its flight feathers and a hairlike fringe to the trailing edges help to break up the flow of air over the wings, thereby reducing turbulence and the noise that accompanies it. Hairlike extensions to the barbules of its feathers, which give the plumage a soft feel, also minimise noise produced during wingbeats.Taylor (2004) pp. 47–61 The behaviour and ecological preferences may differ slightly even among neighbouring subspecies, as shown in the case of the European T. a.
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A total of about 26,000 of the infrared-homing Falcons were built. 119th Fighter Wing weapons handlers with an AIM-4C, 1972. AIM-9B and J next to HM-55 and HM-58 All used by the Swedish Air Force All of the early Falcons had a small 7.6 lb (3.4 kg) warhead, limiting their lethal radius. Also limiting them tactically was the fact that Falcon lacked a proximity fuze: the fuzing for the missile was in the leading edges of the wings, requiring a direct hit to detonate.
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Both horizontal and vertical surfaces were strongly tapered, particularly on the leading edges, with a broad tailplane and fin but with small, inset elevators and rudder. The Aviméta 88 had independent bungee-sprung wheels on legs enclosed in tapered trouser fairings attached to the lower longerons at the bottom of the wing struts. The Aviméta 88 was on show at the December 1926 Paris Aero Salon. It may not have flown by that date, and rather little is known about its later history, though it gave a "pretty impressive" display at Villacoublay in September 1927.
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The rear triangular section or boom overlapped the forward part, reaching the back of the cockpit and tapering to the rear. The leading edges of the swept, straight edged, round tipped tailplanes were fixed to the fuselage underside and were braced to it from above. They carried rounded elevators. The fin, likewise straight- edged, was mounted at the extreme end of the fuselage and extended below the elevators, though the hinge of the deep and very broad curved balanced rudder was far enough aft to require only a small elevator cut-out for movement.
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Some instruments like the fuel gauge are visible from either seat. At the rear the tail also has a steel tube structure. The tailplane and elevators are mounted on top of the fuselage and the fin and unbalanced rudder have a rounded profile. The landing gear is fixed and of the split axle type, with mainwheels on V-struts from the central fuselage underside and with vertical oleo struts from the outer axle to the wing leading edges, where single bracing struts connect to the upper fuselage longerons.
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In September 1924, the Naval Aircraft Factory was tasked with designing a long-range twin-engined flying boat, capable of flying the 2,400 mi (3,860 km) between San Francisco and Hawaii. The initial design was carried out by Isaac Laddon, an employee of Consolidated Aircraft, and then passed to Boeing for detailed design and construction. The new flying boat, the Boeing Model 50, was a two-bay biplane of very streamlined design for flying boats of the time. The wings were of metal construction, with wooden wingtips and leading edges.
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When the pattern is to be removed from the sand mold, there is a possibility that any leading edges may break off, or get damaged in the process. To avoid this, a taper is provided on the pattern, so as to facilitate easy removal of the pattern from the mold, and hence reduce damage to edges. The taper angle provided is called the Draft angle. The value of the draft angle depends upon the complexity of the pattern, the type of molding (hand molding or machine molding), height of the surface, etc.
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The technique involves using a small number of edge orientations in the shape of the structure. For example, on the F-22A Raptor, the leading edges of the wing and the tail planes are set at the same angle. Other smaller structures, such as the air intake bypass doors and the air refueling aperture, also use the same angles. The effect of this is to return a narrow radar signal in a very specific direction away from the radar emitter rather than returning a diffuse signal detectable at many angles.
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Some notable variations of the aircraft include: Fuel: The standard location of the fuel tank is forward of the instrument panel. Some builders have moved it to the leading edges of the wings. By creating a sealed leading edge tank, the fuel is moved away from the pilot for better crash survivability with the added benefit of more than doubling the fuel capacity. Fuselage: The plans state that a builder can increase the width and/or height of the bulkheads in an effort to make the fuselage more hospitable for larger pilots.
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The pilot sat in an open cockpit behind the cabin at the trailing edge. At the rear the horizontal and vertical tail leading edges were almost circular, both carrying horn balanced control surfaces; the rudder was a broad, deep oval and the elevators were cropped and with a large V cut-out for rudder movement. The RK-4/220 had a fixed conventional undercarriage of narrow track, single axle type attached by V-struts to the lower fuselage and transversely cross-braced with wires. There was a sprung tailskid.
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Wyoming's Wind River Range Captive brook trout in an aquarium The brook trout has a dark green to brown color, with a distinctive marbled pattern (called vermiculation) of lighter shades across the flanks and back and extending at least to the dorsal fin, and often to the tail. A distinctive sprinkling of red dots, surrounded by blue halos, occurs along the flanks. The belly and lower fins are reddish in color, the latter with white leading edges. Often, the belly, particularly of the males, becomes very red or orange when the fish are spawning.
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It had swept leading edges, square tips and carried elevators with a cut-out for rudder movement. The fixed tail surfaces were ply skinned and the control surfaces fabric covered. The Feiro I had a tailskid undercarriage with mainwheels apart and rubber sprung on a single axle, its ends supported by longitudinal V-struts and positioned laterally by a steel V-strut; all struts were from the lower fuselage longerons. The first flight was late in 1923 or in January 1924, though the exact date is not known.
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Fuel was carried within a total of three tanks, a pair of 182 gallon tanks contained within the leading edge of each outer wing and one 155 gallon tank in the roof of the fuselage, over the spar centersection; two auxiliary fuel tanks could be installed in the front fuselage bomb bay compartment. The inner leading edges contained the oil tanks, which doubled as radiant oil coolers. To ease production, a deliberate effort was made to reduce component count and standardise parts. The fuselage proved to be robust enough to withstand severe damage.
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These shapes deliberately avoid both conventional right angles and curved surfaces, alternatively, lift was generated via a system of vortices produced by its sharp leading edges. This multi-faceted exterior formed the basis of the envisaged stealth fighter; according to claims by Dr Gerhard Lobert, a former project leader at MBB, the Lampyridae was highly likely to have possessed superior low-observability (in terms of radar visibility) characteristics than the competing F-117 Nighthawk, despite the latter's exterior featuring more than double the number of radar-scattering facets in comparison to MBB's design.
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When correctly set for reaching, the leading edges of a symmetric spinnaker should be nearly parallel to the wind, so the flow of air over the leading edge remains attached. When reaching, the sail camber allows only some attached flow over the leeward side of the spinnaker. On running the spinnaker is angled for maximum drag, with the spinnaker pole at right angles to the apparent wind. The symmetric spinnaker also requires care when packing, since the three corners must be available on the top of the packing.
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Its enclosed, tandem seat cockpit was shaped to reproduced the form of the 161's nose, though the full sized aircraft had proportionally shorter glazing. The 161 had a twin fin empennage with a N-strut braced, parallel chord tailplane mounted on top of the fuselage on a short pillar with marked dihedral. The fins were of the endplate type, with curved leading edges and roughly symmetric above and below the tailplane; on each, the rudder was split into an upper and lower part. All of these features appeared on the final, full size airliner.
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Spacefiller showing the moving leading edges and the stationary still life it leaves. The cell count per generation of the above spacefiller pattern clearly showing its quadratic growth. In Conway's Game of Life and related cellular automata, a spacefiller is a pattern that spreads out indefinitely, eventually filling the entire space with a still life pattern. It typically consists of three components: stretchers that resemble spaceships at the four corners of the pattern, a growing boundary region along the edges of the pattern, and the still life in the interior pattern.
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The D-28 was a wood-framed aircraft with a high, cantilever, single-spar wing, Akaflieg's established layout. It utilised the high-lift-to-drag ratio Göttingen 535 profile that Akaflieg had used on the Konsul and Darmstadt, though thinned by 10% to reduce drag. The structure also followed Akaflieg's previous use of wooden frames and stress-bearing plywood skin on the fuselage and leading edges of flying surfaces, with fabric covering elsewhere, but with greater attention to precision, the removal of unneeded material and metering of adhesives.
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The short outer wing panels were fixed, with slightly swept leading edges and straight trailing edges with full-span ailerons. Each fuselage had its own tailfin, with a tailplane and elevator between them. The DFS 332 was a glider, a configuration that presumably had advantages for aerodynamic testing because the airflow over the wing would not be disturbed by a propeller. The design of the fuselages, with flat wall sides and noses that extended well in front of the wing, must also have been chosen to achieve undisturbed flow over the test section.
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The RAF's Harrier IIs feature an additional missile pylon in front of each wing landing gear, as well as strengthened leading edges on the wings in order to meet higher bird strike requirements.Jenkins 1998, pp. 88–89. Among the major differences with the American cousin, was the new ZEUS ECM system, also proposed for the USMC AV-8 (which retained, after an evaluation, the original ALQ-164). ZEUS was one of the main systems in the British design, being a modern and costly apparatus, with an estimated cost of $1.7 million per set.
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Cabin pressure and bleed air controls in a Boeing 737-800 In civil aircraft, bleed air's primary use is to provide pressure for the aircraft cabin by supplying air to the environmental control system. Additionally, bleed air is used to keep critical parts of the plane (such as the wing leading edges) ice-free. Bleed air is used on many aircraft systems because it is easily available, reliable, and a potent source of power. For example, bleed air from an airplane engine is used to start the remaining engines.
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The pilot sat in front under the trailing edge of the wing, which had a V-shaped cut-out to improve his field of view. He controlled two fixed, forward firing machine guns and behind him the observer's position was equipped with two more on a gun mount. This post was far enough aft to provide a good all-round view. The tail was conventional, with the tailplane, which had swept leading edges, placed near the top of the fuselage and braced by a single strut on each side from below.
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Most S.18 IIs had an opening transparency plus fixed windscreen, though one at least had a bubble canopy; S.18 IIIs have a contoured, multi-part canopy without the profile step of a steep windscreen. Behind the wing the fuselage tapers to an integral, short, vertical, faired mounting for the S.18's full, curved and fabric- covered balanced rudder. The triangular tailplane and rounded elevators are mounted on top of the fuselage, well ahead of the rudder. The elevators are fabric-covered apart from ply reinforcement of their leading edges and hinges.
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The wings were duralumin-skinned, riveted to the substructure with separate enclosed leading edge sections which were bolted onto the central box, and the rear parts of the wing were similarly constructed. All sections were individually watertight with the leading edges housing the fuel tanks. The outer sections had high-aspect-ratio ailerons along their trailing edges. A Hispano-Suiza 12Nbr water-cooled, geared V-12 engine was mounted in a pusher position over the wing within a cowling which had an airfoil section in plan but which followed the contours of the cylinder heads.
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On most aircraft, use of titanium was limited by the costs involved; it was generally used only in components exposed to the highest temperatures, such as exhaust fairings and the leading edges of wings. On the SR-71, titanium was used for 85% of the structure, with much of the rest polymer composite materials.Merlin, Peter W. "Design and Development of the Blackbird: Challenges and Lessons Learned". American Institute of Aeronautics and Astronautics To control costs, Lockheed used a more easily worked titanium alloy which softened at a lower temperature.
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Model of the final mod 4 with centerline cut, showing battery system, high aspect ratio wing, electric motors, and traction power bus Modified from a Tecnam P2006T, the X-57 will be an electric aircraft, with 14 electric motors driving propellers mounted on the wing leading edges. All 14 electric motors will be used during takeoff and landing, with only the outer two used during cruise. The additional airflow over the wings created by the additional motors generates greater lift, allowing for a narrower wing. The aircraft seats two.
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When soaring, these hawks do so on flattish or, more commonly, slightly raised wings, with fairly straight leading edges. Against the barred underbody on adults, the wings are more or less flecked in similar color, with pale greyish flight feathers and a broadly white-tipped tail correspondingly barred with dark gray. Meanwhile the upperside of adults is essentially all blue-grey. Juvenile are mostly dark above though manifest a hooded effect on the head and a rufous-buff edges and especially whitish mottling, the latter can be fairly apparent.
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Cooling of the engines is achieved via large scoops located above the leading edges of the wing. After passing through the engines, this heated air is then channeled at the propellers to keep them free of ice, making any special de-icing apparatus unnecessary. Reportedly, operations revealed that even prolonged taxiing in tropical climates did not lead to any instances of overheating. Another benefit of the aft positioning of the engines is that cabin noise is inherently lessened in the cabin, providing a quieter environment for passengers and pilot alike.
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RMS Berengaria Berengaria underway after conversion from coal to oil burning boilers, 1921. The ship arrived at Southampton on Sunday 10 December 1919 and then proceeded to Liverpool for what was planned to be a quick overhaul (she was scheduled to leave on her first voyage for the new owners on 10 January 1920). Upon inspection, the ship was found to be in poor condition. During dry-docking on 6 January, it was found that the ship's rudder had a piece missing and the propellers were suffering from erosion on their leading edges.
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The glycol-cooled radiator was fitted in the wing center section, immediately beneath the engine; this was flanked on either side by a single drum-shaped oil cooler. Air for the radiator and oil coolers was drawn in through intakes in both wing-root leading edges and was directed via four ducts to the radiator faces. The air was then exhausted through three controllable hinged flaps near the trailing edge of the center section. Air for the carburetor was drawn in through a raised oval intake immediately aft of the rear canopy.
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The crew of Atlantis awoke on flight day 11, and after a couple of hours of personal time, began the late inspection of the shuttle's wing leading edges and nose cap. The crew finished the scans about two and a half hours ahead of schedule. By 09:50 UTC, they had finished their look at the right wing, by 10:52 UTC the nose cap survey was complete, and the left wing survey was finished at 11:17 UTC. The TPS survey was done using the shuttle's robotic arm and its OBSS extension.
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During Discoverys first full day on orbit, the crew used the SRMS to grapple the Orbiter Boom Sensor System (OBSS) and survey the wing leading edges, nose and other parts of the Thermal Protection System (TPS), as well as the Orbital Maneuvering System (OMS) Pods. During this time some of the crew were preparing the space suits that will be used during the 3 Extra-vehicular activities (EVA) and setting up the tools that will be used during the docking. This includes installing the Centerline Camera and extending the Orbiter Docking system Ring Extension.
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The top of the wing of an Oracle AC45 racing catamaran Wingsails are of two basic constructions that create an airfoil, "soft" (fabric-shaped) and "hard" (rigid-surfaced). L. Francis Herreshoff pioneered a precursor rig that had jib and main, each with a two-ply sail with leading edges attached to a rotating spar. The C Class Catamaran class has been experimenting and refining wingsails in a racing context since the 60s. Englishman, John Walker, explored the use of wingsails in cargo ships and developed the first practical application for sailing yachts in the 1990s.
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The black rubber deicing boot on the wing of a Bombardier Dash 8 Q400 passenger aircraft is inflated with air, producing ridges to crack and dislodge any accumulated ice Operation of deicing boots Beechcraft 350 A deicing boot is a type of ice protection system installed on aircraft surfaces to permit a mechanical deicing in flight. Such boots are generally installed on the leading edges of wings and control surfaces (e.g. horizontal and vertical stabilizer) as these areas are most likely to accumulate ice and any contamination could severely affect the aircraft's performance.
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The Pacer Monoplane, designed by Frank R. Seesock, was a parasol wing, open cockpit four-seater, offered with a choice of engines. Its wings were rectangular in plan out to tips tapered on their leading edges and were built around twin, solid spars and plywood ribs, with fabric covering. They were joined to the lower fuselage longerons by parallel pairs of struts to the spars at about 2/3 span. These had a broad chord, airfoil section and, with a combined area of , made a useful contribution to the Pacer's lift.
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In later examples, such as that in the Shuttleworth Collection, the horizontal tail surface was shorter, the leading edges being swept at about 45°. A distinctive feature of the type was that the trailing edge of the rudder and elevator was braced by wires leading to the control horns. The controls consisted of a wheel mounted on an inverted U-shaped yoke, the uprights of which were outside the fuselage structure. Fore and aft movement of the entire yoke operated the elevator and the wheel operated the wing warping.
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The Coandă effect is also used on the Xplorair to reduce form drag. While cruising, compressed air is injected as a radial jet at nose and leading edges, orthogonally to the ambient airflow, then covers the whole wetted area. This reduces the form drag, and could even make it negative with enough jet speed. This technique has been tested for the first time in 1918 by French physicist Constantin Chilowsky on shells, then various authors took over the idea to improve projectiles, including Henri Coandă for his own research on aerodynamics.
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Only the shorter lower wings had dihedral, which began outboard of the engines. The wings were joined by vertical pairs of interplane struts, the forward members attached near the leading edges, and the centre section was supported by similar, shorter cabane struts from the upper forward fuselage. Each inner bay was defined by two close pairs of parallel interplane struts, supporting a 60 kW (80 hp) Le Rhône 9C nine cylinder rotary engine between them, about halfway between the wings. Each wing mounted engine was in a long, tapered cowling, open at the rear.
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The fuel feed system of the Ayaks engine is also novel. At supersonic speeds, air brutally recompress downstream the stagnation point of a shock wave, producing heat. At hypersonic speeds, the heat flux from shock waves and air friction on the body of an aircraft, especially at the nose and leading edges, becomes considerable, as the temperature is proportional to the square of the Mach number. That is why hypersonic speeds are problematic with respect to the strength of materials and are often referred to as the heat barrier.
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The wings were joined by vertical pairs of interplane struts, the forward members attached near the leading edges, and the centre section was supported by similar, shorter cabane struts from the upper fuselage. The inner bay was defined by two close pairs of leaning interplane struts, with a Clerget 9B nine cylinder rotary engines about halfway between the wings. Each wing-mounted engine was in a long, cylindrical cowling, open at the rear. The third engine, another cowled Clerget 9, was in the nose; behind it the fuselage had a square section.
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The cantilever wing of the Bodiansky 20 was built in three parts, with a short-span, thick, rectangular plan central section and nearly triangular plan outer panels which carried 8° of dihedral and thinned linearly outwards. The aspect ratio of the wing, 10.9, was high. Structurally the central section was a welded steel tube part of the fuselage and the outer panels were wooden, each with two spars and plywood skinned. Slats, which opened to form the slots, filled the whole leading edges of the outer panels and were divided into two sections.
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Terma Aerostructures A/S is headquartered in Grenaa, Denmark, focusing on design and manufacture of aerostructures for aerospace and defense companies. Terma is a strategic supplier to the F-35 Lightning II, delivering a series of parts, components, and technologies to the fighter aircraft. The company delivers leading edges through Lockheed Martin, composite tail parts through BAE Systems, gun pods for the F-35B and C versions through General Dynamics, as well as fuselage parts and electronics through Northrop Grumman Corporation. Overall, Terma delivers more than 70 parts for the F-35 Lightning II.
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Like most owls, the barn owl flies silently; tiny serrations on the leading edges of its flight feathers and a hairlike fringe to the trailing edges help to break up the flow of air over the wings, thereby reducing turbulence and the noise that accompanies it. Hairlike extensions to the barbules of its feathers, which give the plumage a soft feel, also minimise noise produced during wingbeats.Taylor (2004) pp. 47–61 The behaviour and ecological preferences may differ slightly even among neighbouring subspecies, as shown in the case of the European T. a.
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Investigators initially blamed the accident on Polikarpov's deputy Zhemchuzhin, who allegedly failed to fit the balance weights into the leading edges of the ailerons, causing wild flutter. Later they also blamed Lipkin, already dead, for the alleged reckless increase of speed. TsAGI engineers and airfield staff voiced suspicion that other factors could have been involved, but these were not examined at all. The third prototype, piloted by Kudrin, lost horizontal trim tab in flight; the pilot managed to land the plane but refused to fly on SPB (D) prototypes anymore.
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It was built by Louis Peyret, the designer of the world record breaking Peyret Tandem, a tandem wing glider. The overriding aim of Albessard's designs was safety, even if this compromised manoeuvrability and speed, with automatic stability and a soft stall achieved by locating the centre of gravity at the combined centre of lift of the two wings, combined with structural strength. The Triavion was wood-framed and plywood skinned throughout. The two wings, both with straight, slightly swept leading edges, were mounted in tandem in the top of the fuselage.
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Because the Wells Gray- Clearwater volcanic field is in a remote location, danger from lava eruptions would be low to moderate. Magma with low levels of silica (as in basalt) commonly extend tens of kilometers from the volcano's vent. The leading edges of basalt flows can travel as fast as on steep slopes but they typically advance less than on gentle slopes. But when basalt lava flows are confined within a channel or lava tube on a steep slope, the main body of the flow can reach velocities more than .
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One example is reinforced Carbon-Carbon (RCC), the light gray material which withstands re-entry temperatures up to and protects the Space Shuttle's wing leading edges and nose cap. RCC is a laminated composite material made from graphite rayon cloth and impregnated with a phenolic resin. After curing at high temperature in an autoclave, the laminate is pyrolized to convert the resin to carbon, impregnated with furfural alcohol in a vacuum chamber, and cured-pyrolized to convert the furfural alcohol to carbon. To provide oxidation resistance for reuse ability, the outer layers of the RCC are converted to silicon carbide.
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In the late 1950s a collaboration between Paul Legrand, an aviation engineer employed by SNECMA and Michel Simon of Breguet Aviation led to the LS.50 two seat light aircraft, built as a one-off prototype. They developed this into the LS.60 which was intended for production and was entered into a government competition for a club trainer. The LS.60 has a high, braced wing of constant chord, mounted with 5° of dihedral. It has two plywood spars with a plywood-Klégécell (a structural foam) torsion box between them and light alloy leading edges.
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This species has a wingtip shaped similarly to the crescent form found on fast-flying birds and on the caudal fins of fast-swimming fish. These tips have leading edges that curve around to chordwise orientation and have trailing edges with aft-sweep or zero-sweep over the outer half of the tip. This bat's wings are considered as having low camber sections with faired humerus and radius bones, typical leading-edge flaps and surface disjunctions and protuberances. This allows this interceptor species to optimise for least drag generation at the expense of maximum lift ability at high speeds.
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The Sprintair has a low, cantilever, unswept, constant-chord wing, mounted with 4° of dihedral and with square tips which have slightly rounded leading edges. Structurally, the wing is a torsion box with a single main spar at 30% chord and a lighter rear auxiliary spar. Almost the whole trailing edge is occupied by a control surface, the outer parts hinged as ailerons and the inner halves as three position flaps. The fuselage is a metal semi-monocoque with a Rolls- Royce Continental O-200-A air-cooled flat four aircraft engine in the nose, driving a two-blade propeller.
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The horizontal stabiliser and fin were sharply swept at their leading edges. There were separate elevators and a rudder of half-heart shape, the point extending well below the fuselage to about the level of the lower wing. In its early form the Type G had a two- wheeled single axle main undercarriage mounted by a pair of struts on each side, one forward to the engine bulkhead and one rearwards to the fuselage via the main spar. Initially the wheels were supplemented by a pair of skids to avoid nosing over, but these were later discarded.
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It has constant chord wings with rounded tips, built of wood with plywood leading edges and fabric covered. Each wing has a V-shaped pair of lift struts attached to the lower fuselage longerons and assisted by a single subsidiary strut from each lift strut upwards to the wing. The flat sided, fabric covered fuselage is a steel tube structure with wooden formers. The square tipped fin has a swept leading edge and a curved fillet; it carries a deep rudder with a straight trailing edge, which extends between the elevators to the bottom of the fuselage.
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The Neon blue-eye is a small fish, attaining a total length of . It is a sexually dimorphic species in which the males are colourful being a metallic blue on their backs, dotted with small black spots, a narrow black stripe along the centre of their flanks separates the blue back from the translucent to yellowish white lower half of their body. There is a small yellowish patch to the rear of the first dorsal fin and dusky leading edges to the fins. The females are plainer being semi-transparent silvery-grey with translucent fins and a white belly.
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This decking tapers towards the tail where the tailplane, with swept leading edges and straight tips and carrying elevators with straight trailing edges, is mounted on the top of the fuselage. The fin has a similar shape to the tailplane, though the rudder hinge and trailing edge are also slightly swept. The rudder extends to the bottom of the fuselage, moving in a cut-out between the elevators. The Star Light can be powered by one of two variants of the Rotax 912 flat four piston engines: either the 60 kW (80 hp) UL or the 73.5 kW (99 hp) ULS.
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The Shadow's slightly tapered wings, which have down-turned wingtips and leading edges which droop towards the tip, consist of plywood leading edge D-section boxes, built onto mixed plywood and aluminium web shear structures with styrofoam formers. The rear of the wing is covered in polyester fabric. The wing carries Frise ailerons and three position flaps. The shorter span wings of the later Streak variants are built in the same way, but have no gap between the ailerons and flaps. The Shadow first flew in 1983, powered by a 53 hp (40 kW) Fuji EC44 Robin two-stroke engine.
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Internally the frames were fixed only to the stringers, which made for simpler construction at the cost of some rigidity. The wing leading edges were swept back to a point inline with the engine nacelles, while the trailing edges were angled forward slightly. The wing contained two 700 L (190 US gal) fuel tanks between the inner wing main spars, while at the head of the main spar the oil coolers were fitted. Between the outer spars, a second pair of reserve fuel tanks were located, carrying an individual capacity of 910 L (240 US gal) of fuel.
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The optimum glide ratio of greater than 40:1 was good, but the high inter-thermal glide speed was exceptional. The Meteor was one of a group of mid-1950s gliders to use the NACA 6 series laminar flow airfoil first adopted by the Ross-Johnson RJ-5, which required careful attention to profile control and surface finish. In plan the wings are straight tapered with unswept leading edges and forward sweep on the trailing edge. The wing tips carries small, elongated bodies termed "salmons" to dampen tip vortices, as on the slightly earlier Bréguet Mouette and has a constant 2° of dihedral.
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The square cross-section fuselage was formed with steel tubes and covered with fabric, with a light, rounded, wooden upper decking. There were three open cockpits: one in the nose, another under the upper wing and the last, from which it was flown, just behind the upper trailing edge which had a shallow, rounded cut-out to aid the pilot's forward view. The tail surfaces were conventional and straight-edged, with angled leading edges and unswept trailing edges. The tailplane, mounted on the upper fuselage, was braced from below to the fuselage with a single strut on each side.
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Behind the wing the upper and lower members converged to the rear, the drag on the lower members reducing the landing run. There were three vertical cross braces on each girder but the only lateral inter-girder cross-members were near the tail, though there was wire bracing. The broad chord, roughly rectangular, warping tailplane was mounted just below the upper girder member. Above it and instead of the earlier rectangular rudders there was a pair of small triangular fins, each mounting a broad rudder with a gently rounded leading edges and a straight, vertical trailing edge.
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It incorporated several changes in response to the lengthy development trials. The wing leading edges had breaker strips added and there were new fillets in this edge at the root and on the outboard side of the engine cowlings. The ailerons were mass balanced and fitted with ground adjustable trim tabs, and the upper hinge gaps sealed with fabric. The most obvious external changes were to the empennage where the horizontal tail now had positive dihedral and the previously rounded vertical tail had been enlarged and given severe straight taper, assisted by a ventral fin to improve low speed handling.
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The "wings" were small fins providing trim and control. This configuration was efficient for high-speed flight, but would have made takeoff, touchdown and slow-speed flight difficult. Temperatures on the airframe were expected to be 980 °C (1800 °F) over a large part of the surface, with maxima of more than 1650 °C (3000 °F) on the leading edges and portions of the engine. This required the development of high temperature lightweight materials, including alloys of titanium and aluminum known as gamma and alpha titanium aluminide, advanced carbon/carbon composites, and titanium metal matrix composite (TMC) with silicon carbide fibers.
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The 3-AT trimotor had a blunt nose, with its central radial engine mounted close to the nose's bottom, and two wing-mounted outboard, uncowled radial engines, projecting forward of the wings' leading edges at the front of each of a pair of nacelles. The aircraft had a large passenger and cargo compartment with semicircular windows and a large, forward-looking glassed-in window section. The pilot sat in an open cockpit mounted high on the nose of the aircraft. The original design featured three Liberty engines, but they were quickly abandoned due to weight issues.
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For night flights, the seats in each of the cabins were replaced by 8 berths, reducing the overall accommodation to 24. Aft of this central area were toilets, a kitchen and baggage space plus corridor access to a floor trapdoor which was the principal passenger entryway. A 'promenade' ran the width of the centre section ahead of the seating areas, lit by glazed wing leading edges, with further passenger access doors at either end. Adjacent to it in the centre section leading edge was a corridor that allowed the third crew member, a mechanic, to enter the engine compartments for in-flight servicing.
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The Avia 51 was a three-engined high-wing cantilever monoplane designed for the Czech national airlines CLS. It was built with a duraluminium monocoque fuselage and a fixed tailwheel landing gear. Powered by three Avia Rk.12 radial engines, two were fitted into the leading edges of the wing and one was nose-mounted. It had a two-man flight deck and an enclosed luxury cabin for five or six passengers which was not large enough to stand up (5 ft 1in), but did have a separate lavatory compartment, it also had three luggage and mail compartments.
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The wing was mounted lower on the fuselage and was able to be hydraulically or manually folded, with each panel outboard of the undercarriage bay folding backwards from pivoting on a specially oriented, Grumman-patented "Sto-Wing" diagonal axis pivoting system much like the earlier F4F, with a folded stowage position parallel to the fuselage with the leading edges pointing diagonally down.Kinzey 1987, p. 14. Throughout early 1942, Leroy Grumman, along with his chief designers Jake Swirbul and Bill Schwendler, worked closely with the U.S. Navy's Bureau of Aeronautics (BuAer) and experienced F4F pilots,Thruelsen 1976, p. 166.
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Yagi antennas were installed along the wing leading edges and also protruded from the sides of the rear fuselage.Wieliczko 2003, p. 9. A final version of the aircraft, designated B6N3 Model 13, was planned for land-based use as, by this point in the war, all of Japan's large carriers had been sunk and those few smaller ones remaining lacked catapults for launching heavier carrier-borne aircraft like the B6N. Changes included installation of a Kasei Model 25c engine, a more streamlined engine cowling and crew canopy, strengthening of the main landing gear, a retractable tail wheel and removal of the tail hook.
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The wings of the all-metal aircraft had fixed leading edges and slotted flaps. The cockpit was well forward, giving the pilot good visibility, and he was protected by an armored headrest. The windscreen of the teardrop-shaped canopy was also armored. Two Nudelman-Suranov NS-23 autocannon were mounted on the lower side of the fuselage with 75 rounds per gun. The tricycle landing gear retracted into the fuselage which gave the 150 a very narrow track. The Soviet derivative of the Jumo engine, the RD-10, was rated at and was mounted behind the cockpit.
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The alignment of these stress fibers locally accumulates elastic tension in the lamellae. Eventually, the tension buildup becomes too great, and the cell adhesion complex dissociates, collapses the lamellae protrusions, and releases the cells in different directions in an effort to alleviate the elastic tension. A possible alternate event that also leads to the assembly dissociation is that upon stress fiber alignment, the cells' leading edges repolarize away from the contiguous lamellae. This produces significant elastic tension across the entire cell bodies, not only at the local site of contact, and likewise causes the adhesion complex's disassembly.
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Air intakes for the engine compartment were located on the sides just behind the canopy in what would normally be the leading edges of the B-pillar, a feature that would also be used later on the Miura. The taillights were made of polycarbonate - the first such application of the material. The lights were integrated into the rear bumper's shape so as to not disrupt the rear body lines. The exposed headlamps rotated up and forward to a vertical position when needed and then folded back flush with the bodywork when not in use, another feature that would appear on the Miura.
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Wsiewołod Jakimiuk, a Polish pre- war engineer, served as the principal designer and led the design team in the development of the new aircraft, which became known as the Chipmunk. He designed a cantilever monoplane that incorporated numerous advances over typical trainer aircraft then in widespread service. These included an enclosed cockpit complete with a rear-sliding canopy, and various aerodynamic features to manage the aircraft's flight performance. Strakes were fitted to deter spin conditions and stall breaker strips along the inboard leading edges of the wing ensured that a stall would originate in this position as opposed to the outboard section.
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The electronic calculators of the mid-1960s were large and heavy desktop machines due to their use of hundreds of transistors on several circuit boards with a large power consumption that required an AC power supply. There were great efforts to put the logic required for a calculator into fewer and fewer integrated circuits (chips) and calculator electronics was one of the leading edges of semiconductor development. U.S. semiconductor manufacturers led the world in large scale integration (LSI) semiconductor development, squeezing more and more functions into individual integrated circuits. This led to alliances between Japanese calculator manufacturers and U.S. semiconductor companies: Canon Inc.
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On the underside this covering extended aft to the tail where the fuselage sides were again ply covered. The similarly covered fin, with an almost vertical leading edge was topped by the rudder's ply covered aerodynamic balance forward of the hinge. The rest of the rudder was fabric covered apart from its tip. The broad tailplane, mounted on top of the fuselage ahead of the fin to which it was braced with single strut on each side, had straight swept leading edges and square tips and carried elevators that were rectangular apart for a cut-out for rudder movement.
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In previous examples they had used the fuselage of the aircraft as the reflector, positioning and angling the antennas to run along the nose or wing leading edges. He tried moving the horizontal antennas to the outside of the nacelles, but this had little effect. Another attempt using vertically oriented antennas "completely cured the problem", and allowed the antennas to be positioned anywhere along the wing. When he later tried to understand why the antennas had always been horizontal, he found this had come from the ASV trials where it was found this reduced reflections from the waves.
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The wings were joined by vertical pairs of interplane struts, the forward members attached near the leading edges, and the centre section was supported by similar, shorter cabane struts from the upper fuselage. The inner bay was defined by two close pairs of interplane struts, which between them supported the push-pull pairs of Le Rhône 9C nine-cylinder rotary engines about halfway between the wings. Each pair was mounted in a long, cylindrical cowling. Its ailerons, on the upper wing only, were aerodynamically balanced by overhanging extensions beyond the tips, as on the C.39.
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The wing was extremely thin, with a thickness-to- chord ratio of only 3.4%. The leading edges of the wing were so thin (0.016 in/0.41 mm) and so sharp that they presented a hazard to ground crews, and protective guards had to be installed during ground operations. The thinness of the wings meant that fuel tanks and landing gear had to be contained in the fuselage. The hydraulic actuators driving the ailerons were only one inch (25 mm) thick to fit into the available space and were known as Piccolo actuators because of their resemblance to this musical instrument.
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The Elite was originally designed as a tricycle gear version of the Murphy Rebel, although it is now also offered with conventional landing gear as an option. It also incorporated some improvements over the Rebel, including a reinforced airframe, cantilever tailplane with a one-piece elevator, all-metal control surfaces, split configuration flaps, and upgraded wing attachment points and leading edges. This enabled the design to achieve a gross weight of , and to mount engines of up to . The Elite features a strut- braced high-wing, three seats, tricycle landing gear and a single engine in tractor configuration.
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Structurally, the wings were similar, with two spars of unequal strength; the forward spar beams were part of plywood covered D-boxes around the leading edges and the rear spar was a lighter simple beam. The wings were fabric covered behind the main spar, as were the ailerons. Both designs had, on each side, an airfoil-faired V-form strut from the lower fuselage to the outer ends of the centre section, the forward member of the V, connected to the main spar, was more substantial than the rear. thumb At a more detailed level, there were many differences between the two aircraft.
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The outer wing panels were tapered, though the leading edges were unswept, and had elliptical wing tips. The outer panels carried ailerons and spoilers, each composed of four pairs of small square plates which rotated out above and below the wing, were situated at mid-chord across the junction between inner and outer panels. The wing roots were mounted to the front and rear of a horizontal metal rectangular frame built into the fuselage. On each side another pair of horizontal braces ran from the rear root connection to a point on the spar at the inner-outer panel junction.
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Since the antenna didn't have to move in order to scan, this led to the possibility of embedding the antenna in the leading edges of the aircraft wings, or similar solutions. However, such a system would then be subject to changes in the aircraft's attitude, something that H2S addressed by mounting the antenna on a stabilizing platform. Alvarez drew up several concepts for electronic systems to correct for any movement of the aircraft during the scanning. The Rad Lab team initially referred to the concept as the EHIB, short for "Every House in Berlin", which they expected to be able to see.
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The design of the Millennium Master stemmed from that of an earlier, wooden Asso X kit built aircraft but the structure has been entirely transformed into prepreg carbon fibre by Millennium Aircraft. The structural design was done by the Department of Aerostructures at the University of Turin and the aerodynamics were investigated by Alenia. The Master has a low set, trapezoidal wing, though that plan is modified by an extended wing root fairing or glove, plus wing tips of the Küchemann type with curved leading edges. Flaps occupy the whole trailing edge inboard of the ailerons and have four settings.
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It is a low wing, single-seat monoplane with a fixed tricycle undercarriage and a high T-tail, powered by a 200 hp (150 kW) Lycoming IO-360 flat four engine. Its wings are built around a wooden box spar and plywood covered except for fibreglass leading edges. They carry wide span ailerons with trim tabs; inboard are glider style aluminium spoilers or airbrakes which can be extended to 50° to slow the aircraft after a diving release of the glider. When deployed, the spoiler surfaces extend both below and above the wing, the upper part perforated.
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Official testing by Soviet authorities was conducted from 6 June, in test pilots discovered that the I-21 had stability problems. As a result, Pashinin made modifications to the second prototype, consisting of new outer wing panels with tapered leading and trailing edges to improve stability. Although an improvement, the I-21 still was not performing as expected, despite some promising speeds of over 480 km/h (300-mph) at sea level. The third prototype featured more extensive remodeling of the wings, with clipped wingtips (reducing wingspan by 1.57-m) and sweeping back the leading edges.
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The Dornier Do 19 was a mid-wing cantilever design, and was mostly metal in construction. It had a rectangular-section fuselage and the tail had braced twin fins and rudders, mounted on the upper surface of the tailplane, itself set low on the rear fuselage. This was quite similar to the tail of the contemporary British Armstrong Whitworth Whitley medium bomber. It also had retractable landing gear, including the tailwheel. The powerplant, according to some sources, was supposed to be four Bramo 322H-2 radial engines that were mounted in nacelles at the leading edges of the wings.
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For "dipping lug" rigs, the sail is lowered partially or totally to be brought around to the leeward side of the mast in order to optimize the efficiency of the sail on both tacks. The lug sail is evolved from the square sail to improve how close the vessel can sail into the wind. Square sails, on the other hand, are symmetrically mounted in front of the mast and are manually angled to catch the wind on opposite tacks. Since it is difficult to orient square sails fore and aft or to tension their leading edges (luffs), they are not as efficient upwind, compared with lug sails.
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The ilia are rod-shaped and bent, with blunt projections halfway along their outer rims; at the top end, they are flattened into a fan-like shape. The humeri, which have a length of about , are oval in cross-section, and about half as wide as they are long at the widest point. Their leading edges are curved in an S-shape, a trait also seen in Leptocleidus, Hastanectes, polycotylids, and the elasmosaurid Wapuskanectes, but not in Nichollssaura. The only femur that is presently available is long; it is concave on one edge, whereas the other edge is straight near the top but curves sharply near the bottom.
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As early as 1933, Alksandr Moskalyev was designing a rocket-powered, tailless aircraft with an ogival or gothic delta wing with wingtip fins and rudders, able to fly faster than sound. Because no sufficiently powerful engines were available at the time, the Moskalyev SAM-4 Sigma never left the drawing board but it did lead to two interim types, the SAM-7 Sigma and SAM-9 Strela. The tailless Strela was built to test the behaviour of the SAM-4's radically new wing plan which, had the leading edges been straight, would have been a highly swept delta. Instead they were moderately convex.
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The tail surfaces had swept, almost straight leading edges, rounded tips and unswept trailing edges on the unbalanced control surfaces. The fuselage was built from two metal half-ovals joined vertically, with a riveted skin. The open cockpit was placed at the wing trailing edge, the fuselage tapering behind it. Each wheel of the 260's fixed, tailwheel undercarriage was mounted on a vertical, faired main leg, with a second strut behind forming a V and a third inboard to the fuselage underside. At the time of the first flight the wheels were enclosed in fairings but these had been removed by October 1932.
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The Supergrifo design began as an attempt to improve upon the Grifo but evolved into a much higher performance aircraft. The two models shared the same fuselage apart from the introduction of an enclosed cockpit but its wing was entirely new and of much greater span. It was a braced high-wing monoplane, its single spar wing having a centre section, covering about one third of the span, which was rectangular in plan and had slight dihedral. The rest of the wing was strongly tapered to rounded wing tips; there was no sweep on the leading edges but the trailing edges were forward swept.
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Block 1 includes elliptical leading edges in the compressor, smaller low-pressure turbine tip clearances, and new coating for the high- pressure compressor drum, as well as an upgrade to the engine control (FADEC) software. The EP2 package entered testing in May 2013 and was scheduled to be available for delivery in mid 2014. This package aims to provide a further 0.8% reduction in fuel burn on top of the improvements offered by the EP package. Changes include better sealing of the low-pressure turbine, improvements to fan blade tip clearances, and other changes derived from the engines developed for the Boeing 787 and Airbus A350.
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Space Shuttle Atlantis,On the Leading Edge showing brittle failure of C/C' due to foam impact reproducing a possible event during Columbias final launch. Carbon fibre reinforced carbon (CFRC), carbon–carbon (C/C), or reinforced carbon–carbon (RCC) is a composite material consisting of carbon fiber reinforcement in a matrix of graphite. It was developed for the reentry vehicles of intercontinental ballistic missiles, and is most widely known as the material for the nose cone and wing leading edges of the Space Shuttle orbiter. Carbon-carbon brake discs and brake pads have been the standard component of the brake systems of Formula One racing cars since 1976.
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Third, the voids are gradually filled by forcing a carbon-forming gas such as acetylene through the material at a high temperature, over the course of several days. This long heat treatment process also allows the carbon to form into larger graphite crystals, and is the major reason for the material's high cost. The gray "Reinforced Carbon–Carbon (RCC)" panels on the space shuttle's wing leading edges and nose cone cost NASA $100,000/sq ft to produce, although much of this cost was a result of the advanced geometry and research costs associated with the panels. This stage can also include manufacturing of the finished product.
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1965 Riviera at Hastings, Minnesota Classic Car Show (2017) In 1965 the V8 returned as the standard engine, and the "Gran Sport" version made its debut, powered by the Super Wildcat V8 and outfitted with a more aggressive 3.42 axle ratio and stiffer, heavy-duty suspension. The Super Turbine 400 transmission retained its variable pitch torque converter, but was fitted with a three-speed gear selector. The stock dual exhaust pipes were increased from to inside diameter and had fewer turns to reduce backpressure. Externally, the headlamps, now vertically arranged, were hidden behind clamshell doors in the leading edges of each fender, as had been in the original design.
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The tapered wings were built with plywood-covered torsion box leading edges with fabric covering aft of the main spar, incorporating spoilers for approach control and differential ailerons to reduce adverse yaw. With the exception of the IS-3c and IS-3d the IS-3 family followed the pod and boom arrangement with variations in wing position, span, wing construction and undercarriage arrangement. All versions had a single mainwheel with nose and tail skids, varying in skid sizes and mainwheel position. The IS-3c and IS-3d were drastically different in having a conventional wooden fuselage and further minor variations in wing construction and roll controls.
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The female zebra mbuna is polymorphic, that is to say it occurs in two different colour forms. In one morph the head and body colour is pale brownish-grey, with similar coloured dorsal, anal and caudal fins, the pectoral fins have grey rays and clear membranes, and the black pelvic fins have white leading edges. In the other colour morph the throat is brown and the head and body are dark brown to black, the body having blue highlights. The dorsal and caudal fins are a similar brown/black colour and so are the anal fins, but on them, the trailing edges have a number of yellow spots.
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Like the Bernard SIMB AB 10, the AB 12 was an all-metal, single-seat, monoplane fighter with a low cantilever wing. It differed from the AB10 in having a radial engine, a more conventional undercarriage and four machine guns. The wing plans of both aircraft were similar, straight tapered with squared tips, though the AB 12 had a span greater. The empennage of both designs was also similar: the AB 12 had a tailplane with swept leading edges and separate elevators mounted on top of the fuselage and a wide chord, almost straight edged fin, though its rudder, moving between the elevators, ended on the upper fuselage line.
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S-duct-like air intake conceals engine fans, a major source of radar wave reflection Although not designated a stealth fighter, measures were taken to reduce the Typhoon's radar cross section (RCS), especially from the frontal aspect; An example of these measures is that the Typhoon has jet inlets that conceal the front of the engines (a strong radar target) from radar. Many important potential radar targets, such as the wing, canard and fin leading edges, are highly swept so they will reflect radar energy well away from the front.Richardson 2001, p. 113. Some external weapons are mounted semi-recessed into the aircraft, partially shielding these missiles from incoming radar waves.
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In addition radar-absorbent materials (RAM), developed primarily by EADS/DASA, coat many of the most significant reflectors, such as the wing leading edges, the intake edges and interior, the rudder surrounds, and strakes. The manufacturers carried out tests on the early Eurofighter prototypes to optimise the low observability characteristics of the aircraft from the early 1990s. Testing at BAE's Warton facility on the DA4 prototype measured the RCS of the aircraft and investigated the effects of a variety of RAM coatings and composites. Another measure to reduce the likelihood of discovery is the use of passive sensors (PIRATE IRST), which minimises the radiation of treacherous electronic emissions.
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A second unpressurized cockpit was built in line with the trailing edge of the wing for the guidance system operator. The aircraft was fitted with two radars, a K-1M target illumination radar in a prominent bullet-shaped fairing above the air intakes and an aft-looking radar mounted in a cigar-shaped fairing at the top of the vertical stabilizer. This latter system was intended to test the mid-course guidance system of the launching aircraft and the guidance systems of the missile. Signals from the K-1M radar were received in small bullet-shaped fairings on the leading edges of the wings.
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Stronger undercarriage legs were raked 2 inches (5.08 cm) forward, making the Spitfire more stable on the ground and reducing the likelihood of the aircraft tipping onto its nose. During production of the Mk VIII and Mk IX, a new undercarriage leg was introduced which had external v-shaped "scissor-links" fitted to the front of the leg; this also led to small changes in the shape of the undercarriage bay and leg fairings.Laird & Matusiak 2009, pp. 39–42. Several versions of the Spitfire, including Mk XIV and Mk XVIII had extra 13 gallon integral fuel tanks in the wing leading edges, between the wing-root and the inboard cannon bay.
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The fuselage tapered aft to a mid mounted horizontal tail consisting almost entirely of the elevator; although this had straight leading edges, a combination of their slight sweep and the full, rounded trailing edges gave the planform an almost elliptical appearance. There were aerodynamic balances and a large cut-out for rudder movement. As first constructed, the vertical tail was rather similar, with a small fin and a full, deep, curved, balanced rudder which extended slightly below the keel. Later, with the fuselage shortened by one frame or about , the Balestruccio was given a new, angular fin and rudder with straight taper and square tip.
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This problem can be rectified by further researching into the overlap between size and performance between biological structure and engineering application. It was also observed in turbine design that leading-edge effects have the ability to improve power generation by a factor of up to 20%. In the aeronautical engineering field, leading-edge tubercles placed on turbine blades can increase generation of energy. Blades with tubercles were also found to be effective at generation of power at both high and low wind speeds, meaning that comparing blades with smooth leading edges to those with leading-edge tubercles, the blades with leading-edge tubercles demonstrated enhanced performance.
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Variables can be identified as they are slightly larger than the South Island pied oystercatcher (SIPO are around 550 grams).Explore Ta Ara: The encyclopedia of New Zealand Occasionally completely black, but if they are pied (black and white) they can be easily confused with SIPO. The variable species has less definition between the black and the white area, as well as a mottled band on the leading edges of the underwing. Variables also have a smaller white rump patch which is only a band across the base of the tail rather than a wide wedge shape reaching up to the middle of the back as in the SIPO.
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En route to the ISS, the -long Orbiter Boom Sensor System (OBSS) tipped with two types of lasers and a high- resolution television camera was used to inspect the underside of the shuttle for damage. Particular attention was paid to the leading edges of the shuttle's wings. The post mission management team briefing after flight day 2 revealed that the inspections had found that a gap filler was protruding on the port side lower wing, not a location of particular concern. The gap filler was not from an area which has been modified since STS-114; it had been with the vehicle since 1982.
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The MB.141 was a low wing cantilever monoplane with a three part wing consisting of a rectangular plan centre section and trapezoidal outer panels. It was built around two spars and metal skinned; the leading edges were removable for maintenance purposes and the trailing edges carried high aspect ratio ailerons which filled about two-thirds of the outer panels. Its five cylinder Hispano-Suiza 5Q radial engine (a licence-built Wright R-540) was mounted in the nose within a narrow-chord cowling. Behind it the fuselage was flat-sided, constructed from panels linked by frames which left the interior free of cross-bracing.
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Together with a low-restriction exhaust system, power was boosted to . The Brabham option (available only with manual transmission on Torana S or Torana SL) also included wider wheel rims and red-wall tyres, power-assisted front disc brakes, black body accents, and subtle 'Brabham' identification badges attached to the leading edges of the front fenders and to the rear boot lid. In early 1968, a "Series 70" engine option - equivalent to the ‘90’ option for the British Vauxhall Viva - was added. This engine had a higher compression ratio and higher-lift camshaft (adapted from the Brabham option engine) and a single CD Zenith-Stromberg carburettor, which boosted output to .
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The M.C.94 was designed by Mario Castoldi as a commercial passenger transport flying boat to replace the Ala Littoria airlines elderly CANT 10s. Constructed mainly of wood, it was a high-wing cantilever monoplane with a two-step hull and single fin and rudder. The prototype, which was an amphibian with a retractable wheeled undercarriage which swung forward into streamlined casings in the leading edges of the wings, was powered by two Wright SGR-1820-F Cyclone nine-cylinder air-cooled radial engines mounted above the wing, each driving a tractor propeller. It was followed by 11 production aircraft, which were all pure flying boats.
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The wings were built around two spruce tubes and had trellissed ribs and plywood leading edges. The lower wing was in two parts and attached to the lower fuselage; the three part upper wing had a short span, reduced chord centre section which was supported over the central fuselage on a tube steel cabane assisted by outward leaning N-form struts from mid-fuselage to the wing and slender forward interplane struts close to the fuselage. Both wings were strongly swept at 20° but only the upper wing had slight (about 1°) dihedral. Apart from the upper centre section the wings had constant and equal chord out to rounded tips.
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They were initially hinged together at their leading edges, but later the hinge point was moved rearwards towards the aerodynamic centre to reduce pilot load and separated only behind the hinge. Since there were no ribs, the airfoil was determined by the airflow and the pilot, as for the sloop's jib. The main wing, a single surface stretched between the spars and the extreme tail, also had its camber determined by the airflow, like the mainsail of the sloop. Both wing sheets were produced by sewing together narrow strips of material; the longitudinal joints between them are prominent in some back lit, better quality images.
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This aircraft is famous in photos as one of "The Bottisham Four." Flugplatz Albstadt-Degerfeld airfield (2016) Other alterations to the wings included new navigation lights, mounted on the wingtips, rather than the smaller lights above and below the wings of the earlier Mustangs, and retractable landing lights which were mounted at the back of the wheel wells; these replaced the lights which had been formerly mounted in the wing leading edges. The engine was the Packard V-1650-7, a licence-built version of the Rolls-Royce Merlin 60 series, fitted with a two- stage, two-speed supercharger. The armament was increased with the addition of two more .
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The National Aviation foundation's glider training programme progressed with three well defined steps, each using one of Ernö Rubik's designs: the R-07 at the primary stage, followed by the secondary R-08 Pilis and the tertiary, relatively high performance R-12 Kevély. The foundation specified two particular properties for the latter, robustness and the ability to fly safely in cloud. The Kevély's high wing, mounted on top of the fuselage, had a rectangular-plan inner panel covering half the span and trapezoidal outer panels out to rounded tips. The leading edges of these outer panels were only slightly swept, with most of the taper on their trailing edges.
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Königsegg ordered the first companies to move out early on September 19, without explicitly telling the commanding generals that battle was to be expected. When the leading edges of his army reached the allied positions, reconnaissance indicated that there were as few as 5,000 infantry in the field, and that the enemy's cavalry appeared to be in retreat. Convinced that he was facing the rear guard of the allied army, Königsegg ordered a single line of troops forward at about 10 am to flush out the defenders. While this met with limited success, he was forced to commit more resources to the battle as it picked up in intensity about 11 am.
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These outer wings had a wooden structure, with two parallel box spars and I-section ribs and were braced to the lower fuselage by pairs of parallel struts from about two-thirds span, via the float. Their leading edges were ply-covered over the whole span but the rear surfaces were dural skinned. The CAMS 52 was powered by two uncowled nine-cylinder radial Gnome-Rhône 9Akx Jupiter engines, their steel tube frames mounted on the wing underside from the forward spar and fixed to the rear spar with a cone of tubes. Two fuel tanks were contained in the wing centre-section with another of the same capacity under the forward pilot's seat.
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There were about 24,300 unique tiles individually fitted on the vehicle, for which the orbiter has been called "the flying brickyard". Researchers at University of Minnesota and Pennsylvania State University are performing the atomistic simulations to obtain accurate description of interactions between atomic and molecular oxygen with silica surfaces to develop better high-temperature oxidation-protection systems for leading edges on hypersonic vehicles. The tiles were not mechanically fastened to the vehicle, but glued. Since the brittle tiles could not flex with the underlying vehicle skin, they were glued to Nomex felt Strain Isolation Pads (SIPs) with room temperature vulcanizing (RTV) silicone adhesive, which were in turn glued to the orbiter skin.
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The aircraft was never popular with the pilots, who preferred the older Mustang Is and IAs, and the inherent engine and airframe vibrations meant that photos were invariably blurred. As a consequence of these problems, the FR IB was phased out in January 1945. In 1941, Hawker tendered the Hawker P.1009 "Fleet Fighter" in response to specification N.11/40 for a carrier- based fighter. A new centre section was to be fitted, extending the wingspan to over , and thus increasing the wing area; the wings themselves were to be folding units, which swung and folded parallel to the fuselage, with the leading edges pointing upwards, much like the folding wings on the Grumman F6F Hellcat.
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The structure of the racer throughout was wooden and its covering fabric. The one-piece permanent, upper wing, trapezoidal in plan and with an aspect ratio of only 4.3, was built around two spars, the forward one in two parts parallel to the leading edges and the one-piece rear spar perpendicular to the aircraft's axis. It was mounted on the top of the fuselage on a long, streamlined pylon that included the pilot's cabin and was braced to the lower fuselage by a single strut on each side, made from layers of mahogany in the same way as the aircraft propellers de Monge was well known for. Ailerons were fitted only on the upper wing.
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Fascin binds beta-catenin, and colocalizes with it at the leading edges and borders of epithelial and endothelial cells. The role of Fascin in regulating cytoskeletal structures for the maintenance of cell adhesion, coordinating motility and invasion through interactions with signalling pathways is an active area of research especially from the cancer biology perspective. Fascin localizes to actin-rich protrusions at the cell surface called filopodia. Recent study shows that fascin also localizes to invadopodia, membrane protrusions formed at the adherent cell surface that facilitate extracellular matrix (ECM) invasion, this provide a potential molecular mechanism for how fascin increases the invasiveness of cancer cells since fascin expression is upregulated in a spectrum of cancers.
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Aft, the fuselage tapered in plan to a conventional, straight-tapered fin and a balanced rudder which reached to the keel beyond the end of the fuselage. The Ca.66 had a biplane horizontal tail with curved leading edges, its planes braced to each other with parallel pairs of vertical struts on each side. From the lower attachment points of these struts three more struts braced the tailplane to the lower fuselage longeron, one from the rear point and two more in a forward-reaching V from the forward one. The mainwheels of the Caproni's conventional landing gear were on independent cranked axles from the lower longerons which positioned them under the engines, apart.
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For de-icing purposes, Diamond opted for pneumatic boots on the wing's leading edges, bleed air for heating the inlets and ducts, and electric heating for the windshields and probes; in particular, Goodrich developed a considerably thinner de-icing system for the D-JET. The landing gear is electrically-actuated on later-built prototypes; atypically, the landing gear is designed to be used as an air brake during landing approaches, being deployable at speeds as high as 200 knots. Manoeuvring on the ground was achieved via a nosewheel steering system, actuated via a mechanical linkage to the pedals. According to Diamond, the D-JET could be operated from 3,000-foot runways, ensuring that they are both dry and uncontaminated.
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Yehudi counter-illumination system of automatically adjusted forward-pointing lights was trialled in B-24 Liberators from 1943 onwards. Because submarines at the surface could see the dark shape of an attacking aircraft against the night sky, the principle of diffused lighting camouflage also applied to aircraft. However, British researchers found that the amount of electrical power required to camouflage an aircraft's underside in daylight was prohibitive, while externally mounted light projectors disturbed the aircraft's aerodynamics. An American version, "Yehudi", using lamps mounted in the aircraft's nose and the leading edges of the wings, was trialled in B-24 Liberators, Avenger torpedo bombers and a Navy glide bomb from 1943 to 1945.
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During the twentieth century, radio telescope observations showed that a linear feature in the nucleus was a relatively strong source of radio emission. NGC 613 is inclined by an angle of 37° to the line of sight from the Earth along a position angle of 125°. The morphological classification of NGC 613 is SBbc(rs), indicating that it is a spiral galaxy with a bar across the nucleus (SB), a weak inner ring structure circling the bar (rs), and moderate to loosely wound spiral arms (bc). The bar is relatively broad but irregular in profile with a position angle that varies from 115–124° and dust lanes located along the leading edges.
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The Grulich S.1 was designed by Dr. Ing. Karl Grulich, an engineer associated with Gothaer Waggonfabrik, the company which had produced the Gotha series of bombers in World War I. Before the war he had designed and flown the Harlan monoplane and post-war was also associated with Deutsche Aero-Lloyd, a German airline that by January 1926 had merged with Junkers Luftverkehr into Deutsche Luft Hansa. Its cantilever wing was straight-tapered, with no sweep on the leading edges, and with long, curved tips. It was built around two spars and was very thick centrally but thinned outwards; there was no dihedral on the upper surface but the thinning produced significant overall dihedral.
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The fixed, tailwheel undercarriage had split axles hinged to the bottom of the fuselage, with the wheels and main legs enclosed in narrow, wide chord fairings. After the successful record flight of March 1931 described below, the aircraft returned to the factory at Bourget to be modified for further record attempts. The wing area was increased by a 2 m (79 in) span extension, the wheel fairings were refined and, most noticeably, the chin radiator was removed and replaced with ones in the wing leading edges. The engine was replaced by a similar but geared down version, the Hispano-Suiza 12Nbr, driving a three blade propeller, which was later replaced by one with four blades.
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Although the general arrangement of the aircraft was conventional for the time, being a pusher biplane with a front-mounted elevator and a rear-mounted horizontal stabiliser and rudder, it had a number of extremely unorthodox constructional details. The most obvious was the construction of the wings, which had a single spar forming the leading edges of the wings which was an exposed warren truss of a type designed and patented by Fabre. The ribs were cantilevered from this spar, each rib being enclosed in a pocket in the covering, which was laced to the leading edge and attached to the trailing edge end of each rib by a spring clip. The other flying surfaces were similar.
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Supercooled large droplet (SLD) ice on a NASA Twin Otter research aircraft (Icing conditions) Ice protrusions on a rotor blade obtained in a wind tunnel at NASA Glenn Research Center Ice protection systems are designed to keep atmospheric ice from accumulating on aircraft surfaces (particularly leading edges), such as wings, propellers, rotor blades, engine intakes, and environmental control intakes. If ice is allowed to build up to a significant thickness it can change the shape of airfoils and flight control surfaces, degrading the performance, control or handling characteristics of the aircraft. An ice protection system either prevents formation of ice, or enables the aircraft to shed the ice before it can grow to a dangerous thickness.
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Detail of an aircraft's tailplane with a TKS de-icing system, showing some of the thousands of tiny holes through which the de-icing fluid is pumped The TKS Ice Protection System, manufactured by CAV Ice Protection, is a fluid-based ice protection system used to help aircraft safely exit in-flight icing conditions. The system uses a glycol-based fluid to cover the critical surfaces of an aircraft and prevent the risk of any ice forming on the leading edges of the wings. The system can also break the ice that has accumulated (chemically). Developed by Tecalemit-Kilfrost-Sheepbridge Stokes (TKS), the system was primarily used during World War II by the British.
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Designed by Rudolf Kaiser, the Ka-2 was an all wooden glider with plywood and aircraft fabric covering. The Ka-2s wings, with marked forward sweep and dihedral are mounted above the fuselage, flanking the rear cockpit. The front cockpit is covered by a one piece plexiglas canopy which opens to the right and the rear cockpit is covered by a canopy incorporating the inner leading edges of the wing, opening rear-wards, held in place by the front canopy when closed. The undercarriage of the Ka-2 comprises a large rubber-sprung wooden skid under the forward fuselage in front of a non-retractable semi recessed mainwheel, as well as a steel rubber-sprung tail-skid.
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Rice leafroller's egg is close to elliptic , flat shape, about 1 mm long, the first birth is milky white, then become yellow- brown, there will be a black spot before hatching. Larva has 5 instars generally, the larva body length of mature stage is about 15-18 mm. Larva has a brown head, the thorax and abdomen were green at first, then become yellowish-green, and were reddish brown when they were mature. There were two spiral-shaped black lines at the posterior margin of the tergum of the front thorax and 8 distinct small black circles at the tergum of the middle and posterior thorax, among which there were six leading edges and two trailing edges.
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Over most of the span the two-part wings of the Bakcyl have constant chord and forward sweep but their long tips are trapezoidal, with sweep on their leading edges. Forward sweep has often been employed on two seat gliders to position the rear seat over the centre of gravity, so the aircraft can be flown solo from the front seat without re- trimming; an early example is the Schleicher Ka 2 Rhönschwalbe . Largely constructed of glassfibre, it is built around a single spar with a glassfibre- covered D-box ahead of it and is fabric covered behind the spar. The wings are braced to the fuselage with a single, broad-chord strut on each side.
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A mid-wing monoplane, the Fa 269 was to have been powered by a single BMW 801 air-cooled radial engine buried in the fuselage behind the cockpit, which was to have driven transverse drive shafts in the leading edges of the fixed wing, the shafts turning three-bladed rotors via synchronised gearboxes. The plane of rotation of the rotors would have been capable of being swivelled through 80° using angled extension shafts. It was proposed that the Fa 269 would adopt a high angle of attack when at rest using extremely long undercarriage units. For vertical take-off, the rotors would be lowered till their plane of rotation was parallel with the ground.
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The aircraft was furnished with a single-piece shoulder-mounted wing mounted across the top of the fuselage; the shape of the wing progressively alters from a clipped delta to a fully swept configuration, complete with extended leading edges and spaced out sawtooth extensions.Mason 1967, p. 6. A fully movable single-piece tailplane was also adopted, which was hinged upon the rear fuselage. The P.1127 had an atypical undercarriage arrangement, known as a "zero-track" tricycle undercarriage, which supported the majority of the aircraft's weight upon a pair of centrally mounted main wheels; steering was performed via a conventional nose wheel while balance was provided by a pair of wing tip-mounted outriggers.
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The RQ-170 is a flying wing design containing a single (as yet classified) engine and was estimated in 2009 by Aviation Week as having a wingspan of approximately . Its takeoff weight is estimated as being greater than the RQ-3 DarkStar's, which was . The design lacks several elements common to stealth engineering such as zig-zag edged landing gear doors and sharp leading edges, and the exhaust is not shielded by the wing. Aviation Week postulates that these elements suggest the designers have avoided 'highly sensitive technologies' due to the near certainty of eventual operational loss inherent with a single engine design and a desire to avoid the risk of compromising leading edge technology.
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Arcade version dogfight (emulated) Assuming the role of Luke Skywalker ("Red Five"), the player pilots an X-wing fighter from a first-person perspective. The controls consist of a yoke control with four buttons -- two trigger style and two in position to be pressed by the thumbs -- each of which fired a laser positioned on the four leading edges of the X-Wings. The player does not have to destroy every TIE Fighter and gun turret in order to advance through the game; instead, the player must survive for a set length of time, either avoiding or destroying enemies and the shots they fire. The player begins with six shields, one of which is lost for every collision with an enemy or projectile.
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The Twinzer is a design by Wil Jobson and similar to the Campbell brothers' "Bonzer," the fin set-up is held to be functionally integral and synergistic with the bottom contours of the board, specifically a "bat-tail" with an integral convex/double-channel. The fin set-up itself is four fins, two on each side, in a similar position to the rail fins on a thruster. The fronts are smaller than the rears, often roughly 1/3 the size, mounted ahead and outboard of the fronts, with ~8 degrees of outward cant, and notably, the fins' trailing edges are behind the leading edges of the main fins. The water coming off the trailing edge of the "canards" becomes part of the flow "behind" the main fins.
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Drawing on his experience with the Lockheed Vega, John K. Northrop designed an advanced mail/passenger transport aircraft. In addition to all-metal construction, the new Alpha benefitted from two revolutionary aerodynamic advancements: wing fillets researched at the Guggenheim Aeronautical Laboratory at the California Institute of Technology, and a multicellular stressed-skin wing of Northrop's own design which was later successfully used on the Douglas DC-2 and Douglas DC-3. In addition, the Alpha was the first commercial aircraft to use rubber deicer boots on wing and empennage leading edges which, in conjunction with state-of-the-art radio navigation equipment, gave it day or night, all-weather capability. The aircraft first flew in 1930, with a total of 17 built.
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SPACEFLIGHT REVOLUTIONOn 1965 Jack Swigert, who would later be one of the Apollo 13 astronauts, softly landed a full-scale Gemini capsule using a Para Wing stiffened with inflatable tubes along the wing's edges F. Rogallo's team adapted and extended the totally flexible principle into semi-rigid variants. This mainly involved stabilizing the leading edges with compressed air beams or rigid structures like aluminum tubes. By 1960, NASA had already made test flights of a powered heavily framed cargo aircraft called the Ryan XV-8 or Fleep (short for 'Flying Jeep')The earliest photographic press release of a Rogallo flexible wing in record dates to August 14, 1961, by Aviation Week and Space Technology magazine. and by March 1962, of a weight-shift experimental glider called Paresev.
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The TsKB-12 was of mixed construction, using a wooden monocoque fuselage and wings employing a KhMA chrome-molybdenum steel alloy wing spar, dural ribs and D1 aluminum alloy skinning on the center and leading edges, with the remaining portions of the wings fabric covered. Another modern feature were the ailerons which ran along almost the entire trailing edge of the wing and also operated as flaps (in the manner of more modern flaperons) by drooping 15°. The cockpit was covered by a 40-centimetre-wide (16 in) canopy which featured an Aldis-type tubular gun sight which could slide back and forth on runners fitted with rubber bungee cords. A 225 l (59.4 US gal) fuel tank was fitted directly in front of the cockpit.
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The fuselage of the D.I was rectangular-shaped, composed of a single longeron set at each corner and spaced via bulkheads in the forward section of the fuselage, which provided a mounting point for the engine bearers. Additional reinforcement was provided in the form of tubular steel diagonal struts that ran along the sides of the fuselage between the bearer and the lower wing root. Aft of the cockpit, the bulkheads were dispensed with for lighter frames composed of spruce, which were strengthened by diagonal struts; no internal wire bracing was used throughout the structure, relying upon the external plywood panels for rigidity. The wings of the D.I used an orthodox structure for the time, composed of spruce spars and leading edges.
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The building, centrally located on the island platform, has two cantilevered upswept awnings with bullnose leading edges, supported on steel lattice trusses, covering the adjacent platform areas. The roof has three metal Boyle's ventilators mounted along the ridge, with hipped gables protruding from the slope to either side of each ventilator. The building houses a semi-enclosed booking lobby at the northwest end, a station master's office, a waiting shed open to platforms 1 and 2, ladies toilets, a passage between platforms 1 and 2, and at the easternmost end a gift shop and cafe, with an attached kitchen in a lean-to extension. Kuranda Signal Cabin, 2011 Concrete walls to window sill height support the precast concrete planking above.
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Some discoloration found on the leading edges was attributed to hydraulic fluid spills. Nowak assists Stephanie Wilson with using the Canadarm2 controls to move the Leonardo module on the International Space Station After Discovery docked with the International Space Station, Wilson and Nowak used the robotic arm to unload the Italian-built Leonardo Multi- Purpose Logistics Module (MPLM). The of equipment and supplies it contained included the Minus Eighty Lab Freezer for use in scientific experiments and a Oxygen Generation System to allow the International Space Station to support up to six crewmembers. Nowak carried out her assigned tasks, but other crew members noted a reluctance to assist with tasks that were not assigned to her and for which she had not trained.
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The fin and tailplane were wood framed and ply covered but the rudder and elevators had steel tube leading edges and sheet steel ribs. The open, tandem cockpits were fitted with dual control. The first Pander Es had a 45 hp (33 kW) Anzani 6-cylinder radial engine, cowled but with the cylinder heads exposed for cooling; later models used several different engines including members of the Walter NZ radial family engine as well as the de Havilland Gipsy inline. The fixed, conventional undercarriage was a steel tube structure with a single axle supported by V-form stuts on each side, one leg to the upper fuselage longeron and one to the lower, braced laterally by short struts to the lower centre fuselage.
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Ewald's map depicting the Battle of Bound Brook In late 1775 Frederick II signed an agreement with King George III of Great Britain to supply him with troops for use in North America in suppressing the rebellion that had broken out in the Thirteen Colonies. The troops supplied by Frederick included the Leib Regiment, and Ewald arrived in New York City in October 1776. Sent forward to New Rochelle, his jäger company was given a lead position in the army of General William Howe, and was first engaged in the 28 October Battle of White Plains. His position in the advance became quite normal for his company, which was consequently often engaged in skirmishes and the leading edges of battles.
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Four P-38Hs flying in formation The P-38J was introduced in August 1943. The turbo- supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J series, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power.
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Above it there was a short triangular fin, reaching back to the trailing edge of the tailplane, carrying a taller, full rudder with a straight, sloping edge but rounded top and heel. The rudder projected below the fuselage but was protected on landing by a small tail skid. The tail surfaces were all fabric covered behind the ply leading edges. After its first flight on the Wasserkuppe in May 1928, the Rhöngeist joined the annual national competition there and made its mark with a flight on 6 August 1928, flown by Robert Kronfeld who found a thermal under a cloud, flew to mountains and slope soared, then returned against the wind to the Wasserkuppe, aided by more thermals en route.
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1966 hardtops featured a formal roof design – DPL model 1966 AMC Ambassador 990 convertible 1966 Ambassador 990 Cross Country wagon For 1966, minor changes greeted the Ambassador range. The V-shaped horizontal louver spanned unbroken between the headlamps and the effect was continued with twin rectangular trim pieces attached to the side of the front fenders at their leading edges by the headlamps. The effect was repeated in the new vertical wraparound taillamps with the top-line models receiving a twin set of horizontal ribbed moldings across the back of the trunk lid that simulated the look of the front grille. Hardtop coupes received a redesigned roofline that was angular in appearance with an angle cut rear side windows and rectangular rear window.
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Wittridge had removed two machine guns and the seat armour, and also polished the wing leading edges to gain extra speed.Thomas, Andrew Making the Best Better article Fly Past magazine February 2006 pp92-4 The leading American fighter pilot Richard Bong, flying a P-38 Lightning, managed to shoot down a Ki-46 over the coast of Papua New Guinea in late 1942. In 1944–45, during the last days of the war, it was modified as a high-altitude interceptor, with two 20 mm cannons in the nose and one 37 mm (1.46 in) cannon in an "upwards-and-forwards" position – almost like the Luftwaffes Schräge Musik night fighter cannon emplacements – for fighting USAAF B-29 Superfortresses over the metropolitan Japanese islands.
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Airlines and airports ensure that aircraft are properly de-iced before takeoff whenever the weather involves icing conditions. Modern airliners are designed to prevent ice buildup on wings, engines, and tails (empennage) by either routing heated air from jet engines through the leading edges of the wing, and inlets, or on slower aircraft, by use of inflatable rubber "boots" that expand to break off any accumulated ice. Airline flight plans require airline dispatch offices to monitor the progress of weather along the routes of their flights, helping the pilots to avoid the worst of inflight icing conditions. Aircraft can also be equipped with an ice detector in order to warn pilots to leave unexpected ice accumulation areas, before the situation becomes critical.
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Engineers determined that the high-pressure turbine of engine #4, that had been installed during the last work shop visit in January 2008, was inefficient due to too large a blade tip clearance, the reduced chord and wear of leading edges of fan blades resulting in a loss of engine power estimated at 5.8%. The high altitude impaired stability and operatibility of the engine. Engine #1 then suffered a failure of the low-pressure turbine, which resulted in ejection of engine parts through the engine exhaust. The failure originated in the third stage of the LPT, engineers believe the failure started with the loss of a number of guide vanes or the loss of a large piece of outside air seal due to thermal damage.
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The Edwards Rhomboidal was an annular wing biplane with identical upper and lower surfaces consisting of four surfaces in a diamond arrangement, the aft wings being of three times the chord of the forward wings. It had been arrived at as a result of successful experiments with a rubber-driven model monoplane.An Original All-British Aeroplane'Flight 5 February 1910 The main structure of the aircraft was formed by a pair of triangular section wire- braced trusses arranged one above another, connected by five sets of paired struts. Each girder bore a pair of substantial flexibly mounted struts extending outwards, the wings being tensioned between the ends of the longitudinal girders and the outer ends of the struts by means of cables which formed the wing leading edges.
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A new simpler style of windscreen, with an angled bullet-resistant windscreen mounted on two flat side pieces improved the forward view while the new canopy resulted in exceptional all-round visibility. Wind tunnel tests of a wooden model confirmed that the aerodynamics were sound. The new model Mustang also had a redesigned wing; alterations to the undercarriage up-locks and inner-door retracting mechanisms meant that there was an additional fillet added forward of each of the wheel bays, increasing the wing area and creating a distinctive "kink" at the wing root's leading edges. P-51D-5-NA, assigned to Lieutenant Abe P. Rosenberger..with the "kinked" wing root leading edge and the added fin fillet on the tail present.
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Four section Handley-Page automatic slats were fitted to the entire leading edges out board of the engine nacelles and differential slotted ailerons at the trailing edges. The fuselage of the RWD-11 comprised a welded chrome-molybdenum-steel tubing structure, covered with plywood from the nose, aft to the cabin door, with fabric aft of the door to the fabric covered wooden tail-section. The cockpit had excellent visibility for the two pilots who sat side by side forward of the comfortable passenger compartment which seated six in three pairs on adjustable seats, with electric lighting, controlled ventilation and controlled heating from heat exchangers on the engine exhausts. The cabin had a cargo compartment aft of the seats and could be converted to all freight or postal duties.
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Discovery lifts off from KSC, the first shuttle mission after the Challenger disaster Space Shuttle Discovery lifted off from Pad B, Launch Complex 39, Kennedy Space Center, at 11:37 am EDT on 29 September 1988, 975 days after the Challenger disaster. The launch was delayed by one hour and 38 minutes due to unseasonable and unusual light winds, and the need to replace fuses in the cooling systems of two crew members' flight suits. The suits were repaired, and a waiver was issued for the wind conditions after officials determined there was a sufficient safety margin for wind loads on the orbiter's wing leading edges. At T-1:30, it was proposed that the launch be delayed at T-0:31 due to a cabin air pressure issue.
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Research shows that late Typhoons starting in the RB--- series were fitted with the filters, as were some rebuilt aircraft from earlier production batches. Mod. 421 appeared as a streamlined rectangular "hump", just behind the main radiator fairing and between the inner wheel doors, where the updraught carburettor intake was located. A small, elongated oval static port appeared on the rear starboard fuselage in late 1944. This was apparently used to more accurately measure the aircraft's altitude. A late production Typhoon with full RP-3 armament, on the later aluminium Mk III rails, using a mix of SAP/HE 60 lb warheads (outermost rail and third) and the HE fragmentation head introduced in early December 1944 (2nd and 4th rail); there are no landing lights on the leading edges of the wings.
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Article by Mark Woodhams, British Columbia Hang Gliding and Paragliding Association: Western Museum of Flight Dickenson's model made use of a single hang point and an A frame:Innovation in education – John Dickenson The Australian Ultralight Federation -History He started with a framed Rogallo wing airfoil with a U-frame (later an A-frame control bar) to it; it was composed of a keel, leading edges, a cross-bar and a fixed control frame. Weight-shift was also used to control the glider. The flexible wing – called "Ski Wing" – was first flown in public at the Grafton Jacaranda Festival in September 1963 by Rod Fuller while towed behind a motorboat. The Australian Self-Soar Association states that the first foot-launch of a hang glider in Australia was in 1972.
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The main wheels of the landing gear are attached to an articulated, conventional fixed undercarriage, complete with pneumatic shock absorbers and paired with a heavy-duty sprung tail wheel, which was attached to a hook for towing gliders. Early aircraft were typically powered by the Russian-designed Ivchenko AI-14R radial engine, which was capable of generating up to ; notably, the engine rotates in the opposite direction to North American standards. The Al-14R would normally drive a two-bladed composite wooden propeller, which was strengthened with bonded metal sections fitted along their leading edges. The newest models of the Wilga have been furnished with fully metal propellers and are powered by the North American Continental O-470 engine, which rotate in the opposite direction to the earlier Russian engine.
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The Lignel 10 of 1938 was a wooden low wing cantilever monoplane, one in the series of Société Française de Construction Aéronautique designs stretching back to the 1935 SFCA Maillet 20. It was a single-seater, intended to meet a military requirement for a trainer that would assist the pupil's transition from simple two seat trainers to faster and more complex fighters with flaps and retractable undercarriages. The wings of the Lignel 10, like those of the rest of the series were in three parts, with a rectangular plan centre section without diheral and outer panels which, on the Lignel 10, had about 6° of dihedral. The leading edges of these outer panels were straight and only slightly swept but the trailing edges were increasingly curved towards the wing tips.
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In the LIIPS ( - Leningrad institute for sail and communications engineers) formed a UK GVF ( - training centre for civil air fleet), in turn the UK GVF formed the NIAI (Naoochno-Issledovatel'skiy Aero-Institoot - scientific test aero-institute) which became the focus of several good design engineers who were given command of individual OKB (Osboye Konstrooktorskoye Byuro – personal design/construction bureau). Designed by Anatolii Georgievich Bedunkovich, an Engineer Colonel, the LK-4 was really five aircraft in one, for use in research projects and for training in aircraft of different configurations. The wooden airframe was covered in plywood on the forward fuselage and leading edges of the wings, the rest being covered in fabric. The LK-4 was simple to make and used the standard propeller and instruments from the U-2 (oochebnyy – trainer).
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Tairov designed and built the OKO-6 to a Soviet Air Force requirement for a twin-engined escort fighter to escort and protect bombers on long range missions. Competing proposals included the Grushin Gr-1, MiG DIS and Polikarpov TIS. The aircraft was a single-seat monoplane of mixed construction; with wing spars of 30KhGSA (30ХГСА) steel, D1 aluminium alloy ribs, flush riveted skin, and elektron magnesium alloy leading edges; the fuselage was largely of flush-riveted D1 aluminium alloy built as a semi-monocoque shell with a wooden tail section. Armour was provided fore and aft of the compact cockpit, and the heavy armament was grouped around the nose of the aircraft, with two 12.7mm BS machine guns in the upper nose and four ShVAK20 cannon in the lower forward fuselage.
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The version introduced on the FJ-3 was different from that fitted to the F-86F, as camber was applied to the underside of the leading edge to improve low-speed handling. On the FJ-3, the new wing leading edges also held extra fuel. From the 345th aircraft onwards, the wings were provided with four stations for external loads, up to 1000 lb on the inboard stations and 500 lb on the outboard stations. Deliveries began in September 1954, and the FJ-3 joined the fleet in May 1955. An FJ-3 was the first fighter to land aboard the new supercarrier in 1956. Problems were encountered with the J65 engine, including failures of its lubrication system under the acceleration of launch or during manoeuvres, and failures of the turbine blades.
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The airframe, constructed of aluminium alloy with steel used in highly stressed parts, resembled a large Il-28, the long fuselage having swept tail surfaces, and a similar arrangement of cockpits for the crew of pilot, navigator and rear gunner. The wing, which had moderate taper but straight leading edges, copied the layout of the Il-28, being mounted in the shoulder position at the midpoint of the fuselage. The flying controls consisted of the usual ailerons, elevators and rudder, all fitted with trim tabs for reducing loads on the pilots controls during flight in steady states, as well as "reversible" hydraulically-powered actuators. Two Lyul'ka AL-5 engines were fitted in long nacelles forward of the wings, exhausting through long jetpipes at the rear of the nacelles, aft of the wing trailing edge.
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Later VC10 developments included the testing of a large main-deck freight-door and fitting new wing leading edges featuring a part-drooped, four-per-cent chord extension over the inboard two-thirds and a drooped, extended-chord wing-tip that allowed more economical high-altitude flying. (This mimicked the 1961 aerodynamics of the similar-looking but significantly different Il-62.) Further developments proposed included freighter versions, one with front- loading like the C-124 Globemaster II. Efforts focused on getting a BOAC order for a 250-seat "VC10 Superb", a move away from the VC10's initial MRE role into the area targeted by the DC-8 Super Sixties. The VC10 would have needed an entirely new double-deck fuselage, which raised emergency escape concerns, and the design failed to attract orders.
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It differed in having the nose taper down to a flat horizontal line instead of the rounded delta of the ASSET, and the fuselage was not as large at the rear. Two vertical control surfaces were placed on either side of the fuselage at the rear, and a small delta wing covered about the rear third of the aircraft. It was to be powered by two Marquardt RJ-59 ramjets during the cruise phase, providing a cruise speed of Mach 4 at , climbing to as it burned off fuel. To endure the intense heat generated by aerodynamic heating at these speeds, the leading edges of the nose and wings were built of a new "pyroceram" ceramic material, while the rest of the fuselage was made of a Honeycomb structure stainless steel similar to the material for the proposed XB-70 Valkyrie.
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But there were two design problems. One, Y-8 wings have very sharp leading edges, so one wing tends to stall before the other, causing the aircraft to roll inverted as it stalls. The second design flaw as that the cargo deck of the Y-8 had a 10 degree downward slope starting at the landing gear. When the PLA Air Force started to test parachute extraction, these two design flaws caused a near disaster. The aircraft was flying too fast, and when the parachute started to extract cargo from the hold, the cargo rolled on the deck until it got to the 10 degree downward slope, and there it became airborne while still inside the aircraft. The cargo hit the top of the cargo door on the way out, making it clear that the Y-8 could not do parachute cargo extraction.
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This arrangement from Egon Scheibe became known as the Schüle München - Munich School. The pilot sat just forward of the main-spar with his head flanked by the wing leading-edges, severely restricting sideways vision. The performance of the Mü13 was regarded as particularly good at an L/D ratio of 28 and the ability to fly at relatively high speeds due to the slender Mü Scheibe aerofoil section. 'Merlin', flown by Hans Wiesehöfer, flew around southern Germany and the Alps on point to point flights, but 'Atalante' achieved fame as the mount of Kurt Schmidt, who at the age of 16 had been responsible for building a large part of 'Atalante as well as piloting the glider at the 1935 Rhön competition at the Wasserkuppe, achieving the longest flight at 252 km (156.6miles) from the Wasserkuppe to Trier.
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The casual collector in the state can find the small acute isosceles triangle point with a concave base made of varying flint and chert. The small Clements isosceles triangle point having either straight or concave base is very similar in Virginia and North Carolina.Coe 1964 The southern surface collector's small late protohistoric Hillsboro resembles the earlier WV small levanna , spanning dates of 1200 to 1700 CE. A slightly larger triangle-like point, with no ears nor flaring leading edges to the base, precedes the isosceles triangle Hillsboro and is called the Clarksville. Those of small acute isosceles triangle, having either straight or concave base, made of Kanawha Black flint and Hughes River flint are commonly found at Late Prehistoric villages in West VirginiaJustice 1995:228 and south western Virginia.Holland 1970:88 It is often simply called "a small Levanna" (WVAS).
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Though this was of the wooden, fixed-pitch type, it was intended that it would be replaced by a variable-pitch Lavasseur airscrew later. A single, cylindrical Lamblin radiator was suspended below the engine between the undercarriage legs. Dieudonné, the designer of the NiD 37, paid particular attention to the pilot's field of view, and the open cockpit, with screen and faired headrest, was placed well forward, above the engine. To improve the pilot's view downward, the leading edges of the main wing, which were otherwise straight and unswept, were curved in towards the root, meeting the fuselage behind the pilot who could see vertically down between the wing and the trailing edge of the foreplane, aligned with the leading edge of the outer sections of the mainplane and mounted well below on the undercarriage struts.
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Cockpit view of a Tu-160 Blended wing profile The Tu-160 is a variable-geometry wing aircraft. The aircraft employs a fly-by-wire control system with a blended wing profile, and full-span slats are used on the leading edges, with double- slotted flaps on the trailing edges and cruciform tail. The Tu-160 has a crew of four (pilot, co-pilot, bombardier, and defensive systems operator) in K-36LM ejection seats. The Tu-160 is powered by four Kuznetsov NK-32 afterburning turbofan engines, the most powerful ever fitted to a combat aircraft. Unlike the American B-1B Lancer, which reduced the original Mach 2+ requirement for the B-1A to achieve a smaller radar cross-section, the Tu-160 retains variable intake ramps, and is capable of reaching Mach 2.05 speed at altitude.
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The ACME Company (Air Craft Marine Engineering Company), was formed in September 1954 by Robert M. Berns, a former Lockheed Missile Systems design engineer, to design and develop the prototype of an eight-seat amphibian executive aircraft. The ACME Anser, (Anser from 'Analytical Services', a contributor to the design), was to have been a 6-passenger jet- powered amphibian incorporating advance features; an advanced hull design from NACA test tank data, boundary layer control system and a retractable outboard motor, for taxiing on water. The structure of the Anser was to have been largely formed of honeycomb skins using fibre-glass and light alloy skin. The cantilever shoulder-mounted wing was to have been a two-spar structure with honey-comb upper panels, fibre-glass leading edges and light-alloy lower skins with boundary-layer suction and re-circulation over flaps and ailerons.
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The SB-1 was intended as a pure experimental aircraft, designed with a mid-wing monoplane with accommodation for pilot and observer side by side in the cockpit and two passengers in a cabim directly behind the cockpit. The fuselage was to have built-up from welded steel tube covered with light- alloy and fabric. The aircraft would have been powered by a single Argus As 10E / Argus As 410 air-cooled V-8 engine, located at the center of gravity, in the fuselage, below the wing centre-section. The engine drove two-bladed propellers, driven by V-belts and idlers, mounted on the wing leading-edges either side of the fuselage, reducing drag and imbuing favorable low-speed flight characteristics due to the air flow of the propellers acting directly on the leading edge of the wing.
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Simulation of the outside of the Space Shuttle as it heats up to over 1500 °C during re-entry A cloth of woven carbon fiber filaments, a common element in composite materials Composite materials contain two or more macroscopic phases, one of which is often ceramic. For example, a continuous matrix, and a dispersed phase of ceramic particles or fibers. Applications of composite materials range from structural elements such as steel-reinforced concrete, to the thermally insulative tiles that play a key and integral role in NASA's Space Shuttle thermal protection system, which is used to protect the surface of the shuttle from the heat of re-entry into the Earth's atmosphere. One example is Reinforced Carbon-Carbon (RCC), the light gray material that withstands reentry temperatures up to 1510 °C (2750 °F) and protects the nose cap and leading edges of Space Shuttle's wings.
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Shuttle Remote Manipulator System (RMS) holding OBSS boom on STS-114 Astronaut Scott Parazynski at the end of the OBSS boom making repairs to the P6 solar array The Orbiter Boom Sensor System (OBSS) was a 50-foot (15.24 m) boom carried on board NASA's Space Shuttles. The boom was grappled by the Canadarm and served as an extension of the arm, doubling its length to a combined total of 100 feet (30 m).NASA: Shuttle in Shipshape: Part II At the far end of the boom was an instrumentation package of cameras and lasers used to scan the leading edges of the wings, the nose cap, and the crew compartment after each lift-off and before each landing. If flight engineers suspected potential damage to other areas, as evidenced in imagery captured during lift-off or the rendezvous pitch maneuver, then additional regions could be scanned.
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These included the addition of an in-flight refuelling probe, new electronic countermeasures (ECM) equipment, tail-warning radar, drooped leading edges and a strengthened pressure cabin. This modified version was known as the Victor B.1A. An improved version of the Victor was also programmed with the Armstrong Siddeley Sapphire 9 engine, an improved version of the Sapphire 7 in the Victor B.1. However, development of the Sapphire 9 was cancelled by the Ministry of Supply in February 1956, and a minor improvement to the Sapphire 7 in March 1956 increased its thrust to , so it was decided to ship 25 of the next production batch of 33 Victors ordered in May 1955 with the Sapphire 7. The remaining eight, along with 18 more Victors ordered in January 1956, were built as Victor B.2s, with the Rolls-Royce Conway RCo.11 engines providing .
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The prototype Miles M.52 turbojet powered aircraft, designed to achieve supersonic level flight In 1942, the United Kingdom's Ministry of Aviation began a top- secret project with Miles Aircraft to develop the world's first aircraft capable of breaking the sound barrier. The project resulted in the development of the prototype Miles M.52 turbojet-powered aircraft, which was designed to reach 1,000 mph (417 m/s; 1,600 km/h) (over twice the existing speed record) in level flight, and to climb to an altitude of 36,000 ft (11 km) in 1 minute 30 seconds. A huge number of advanced features were incorporated into the resulting M.52 design, many of which hint at a detailed knowledge of supersonic aerodynamics. In particular, the design featured a conical nose and sharp wing leading edges, as it was known that round-nosed projectiles could not be stabilised at supersonic speeds.
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The sole MS.760C Paris III six-seat aircraft at the Paris Air Show in June 1967 On 18 July 1956, the French government requisitioned a batch of 50 aircraft, including 14 of which that were destined for the Navy, from Morane-Saulnier. The first plane was delivered on 9 February 1959 to Naval Air Station (N.A.S.) Dugny-Le Bourget, before going to the C.E.P.A. (directly translated as Aeronautical Practical Experiment Center - in English this would probably be "Flight Test Centre") in 1959-60, for the flight tests necessary to develop training programs and materials. The type was also purchased by several countries such as Brazil and Argentina; 36 planes were license-built by Fabrica Militar de Aviones (FMA) in Argentina. The MS.760B Paris II, with various systems improvements and integral fuel tanks in the leading edges of the wing, first flew on 12 December 1960.
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When reading performance figures it should always be borne in mind that weight, the aerodynamic drag generated by different external fittings, the condition of the airframe and/or engine, and all sorts of other factors could influence how an aircraft performed. For example, the P-51's laminar flow wings needed to be kept as clean and smooth as possible; even relatively minor damage on the wing leading edges could drastically reduce top speed. The most accurate performance figures for the P-51 came from tests carried out at facilities such as the USAAF's Flight Test Engineering Branch, based at Wright Field near Dayton, Ohio and, for the RAF, the Aeroplane & Armament Experimental Establishment (A&AEE;), based at Boscombe Down. North American Aviation carried out their own performance tests, as did the only other manufacturer of the P-51, the Commonwealth Aircraft Corporation (CAC) of Australia.
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Arrow Air Flight 1285 was a McDonnell Douglas DC-8 jetliner that operated as an international charter flight carrying U.S. troops from Cairo, Egypt, to their home base in Fort Campbell, Kentucky, via Cologne, West Germany, and Gander, Newfoundland. On the morning of Thursday, 12 December 1985, shortly after takeoff from Gander en route to Fort Campbell, the aircraft stalled, crashed, and burned about half a mile from the runway, killing all 248 passengers and 8 crew members on board. , it is the deadliest aviation accident to occur on Canadian soil and the second-deadliest of any accident involving a DC-8, behind the crash of Nigeria Airways Flight 2120 six years later. The accident was investigated by the Canadian Aviation Safety Board (CASB), which determined the probable cause of the crash was the aircraft's unexpectedly high drag and reduced lift condition, most likely due to ice contamination on the wings' leading edges and upper surfaces, as well as underestimated onboard weight.
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The W.3 was designed from the outset as a torpedo bomber, a large two bay biplane powered by two Benz Bz.III engines in pusher configuration mounted on top of the lower wing; these drove two blade propellers, The wings had straight leading edges, squared tips and almost constant chord, though the upper trailing edge was complicated by cut- outs for the propellers and by ailerons, fitted only to this wing, which increased in chord outwards. There was no stagger, so each pair of interplane struts was perpendicular to the wing; the forward member of each pair was at the leading edge and the other at mid-chord. The fuselage was flat sided, with two open, tandem cockpits in the nose ahead of the leading edge and deepest between nose and trailing edge, forming a belly which housed the torpedo. Aft, it became quite slender, with a broad chord, triangular fin and rounded, balanced rudder.
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In early drawings the fin was triangular and the rudder unbalanced though this was modified by the time the Potez 40 was displayed, unflown, at the 1930 Paris Salon into a taller vertical tail with a clearly extended tip. The horizontal tail was mounted near the base of the fin and was semi-elliptical, with straight leading edges and recessed elevators. It was braced from below with a pair of struts on both sides The two outer Salmson engines were mounted, uncowled, on the forward wing bracing struts, with extended streamlined bodies behind them which connected to the rear bracing strut; the forward struts were reinforced by jury struts to the wing roots and the rear bracing struts by vertical jury struts to the rear spar. The Potez 40 had a tailwheel undercarriage with its main legs with rubber shock absorbers mounted vertically below the outer engine extensions; the mainwheels were hinged on widely spaced V-Struts from the lower fuselage and were sometimes enclosed under spats.
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The lift drops for a very short time period before the usually assumed monotonically increasing lift curve is reached. # Starting flow at large angle of attack for wings with sharp leading edges. If, as for a flat plate, the leading edge is also sharp, then vortices also shed at the leading edge and the role of leading edge vortices is two- fold：(1) they are lift increasing when they are still close to the leading edge, so that they elevate the Wagner lift curve,(2) they are detrimental to lift when they are convected to the trailing edge, inducing a new trailing edge vortex spiral moving in the lift decreasing direction. For this type of flow a vortex force line (VFL) map can be used to understand the effect of the different vortices in a variety of situations (including more situations than starting flow) and may be used to improve vortex control to enhance or reduce the lift.
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The concept of an aircraft being an integrated weapons system had proliferated, where sensors such as the radar would be more directly tied into navigation and weapons systems. de Havilland included this concept in the design of the Sea Vixen. According to aviation author David Hobbs, it was the first British fighter aircraft to be designed in this manner.Hobbs 2014, p. 256. In June 1955, a semi-navalised prototype, XF828, was completed for the purpose of conducting carrier flight deck suitability trials. For this purpose, XF828 featured several changes, including the alteration of the profile of the wing leading edges and the strengthening of the wings, as well as underwing fixture points for catapult launches, and a tailhook for arrested landings; however, the Sea Vixen lacked a wing folding mechanism, or racks for armaments.Neal 1960, p. 180. On 20 June 1955, this aircraft made its first flight from de Havilland's facility at Christchurch Airfield in Dorset.
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An auxiliary spar carried differential ailerons. In plan the outer wings had swept leading edges and unswept trailing edges. The rectangular centre section, which was braced on each side with a pair of parallel steel tube struts from the lower fuselage, was ply-covered overall but the outer wing panels were fabric covered behind the torsion box. Two versions of the aircraft had been planned from the start: the low-powered ITS-8, with a span and an aspect ratio of 10.1 and the higher- powered ITS-8W with longer outer panels, giving it a span and an aspect ratio of 12.5. The ITS-8W also had a centre section with a higher speed aerofoil, though both used the same aerofoil for their outer panels. These differences reflected the initial intention to use the ITS-8 as a trainer and the ITS-8W in competitive events. ITS-8 rear three-quarter view The ITS-8's pilot sat under the wing leading edge in an enclosed cockpit within a drop-shaped, ply- skinned nacelle, its pointed end just aft of the trailing edge.
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The slender Hypersonic Aero-thermodynamic Research Probes (SHARP B1 and B2) briefly exposed the UHTC materials to actual reentry environments by mounting them on modified nuclear ordnance Mk12A reentry vehicles and launching them on Minuteman III ICBMs. Sharp B-1 had a HfB2/SiC nosecone with a tip radius of 3.5 mm which experienced temperatures well above 2815 °C during reentry, ablating away at an airspeed of 6.9 km/s as predicted; however, it was not recovered and its axially-symmetric cone shape did not provide flexural strength data needed to evaluate the performance of UHTCs in linear leading edges. To improve the characterization of UHTC mechanical strength and better study their performance, SHARP-B2, was recovered and included four retractable, sharp wedge-like protrusions called "strakes" which each contained three different UHTC compositions which were extended into the reentry flow at different altitudes. The SHARP-B2 test that followed permitted recovery of four segmented strakes which had three sections, each consisting of a different HfB2 or ZrB2 composite as shown in Figure 1.
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More examples of the Mercury were delivered during that year and although the aircraft was flown using them, it was obvious that it was still not satisfactory and, having missed the N.21/26 evaluation (in which no type had been declared the winner), the aircraft was refitted with the Jupiter and delivered to the A & AEE for evaluation, which proved entirely successful. In 1930, a new carrier fighter competition (N16/30) was announced by the Air Ministry, for which Gloster was requested to redesign the Gnatsnapper to use the 540 hp Armstrong Siddeley Jaguar VIII. Designated the Gnatsnapper II, the aircraft was submitted for evaluation but was badly damaged in a landing accident before the trials had been completed, eliminating it from the competition, which was eventually won by the Hawker Nimrod. After repair, the aircraft was substantially modified to accept a 525 hp Rolls-Royce Kestrel IIS evaporatively-cooled engine, with the condensers in the leading edges of the wings, this version being designated the Gnatsnapper III.
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For an isotropic surface the ideal surface impedance is equal to the 377 ohm impedance of free space. For non-isotropic (anisotropic) coatings, the optimal coating depends on the shape of the target and the radar direction, but duality, the symmetry of Maxwell's equations between the electric and magnetic fields, tells one that optimal coatings have η0 × η1 = 3772 Ω2, where η0 and η1 are perpendicular components of the anisotropic surface impedance, aligned with edges and/or the radar direction. A perfect electric conductor has more back scatter from a leading edge for the linear polarization with the electric field parallel to the edge and more from a trailing edge with the electric field perpendicular to the edge, so the high surface impedance should be parallel to leading edges and perpendicular to trailing edges, for the greatest radar threat direction, with some sort of smooth transition between. To calculate the radar cross- section of such a stealth body, one would typically do one-dimensional reflection calculations to calculate the surface impedance, then two dimensional numerical calculations to calculate the diffraction coefficients of edges and small three dimensional calculations to calculate the diffraction coefficients of corners and points.
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The standard maximum ramp weight is for the extended-range, it is fitted with Honeywell Primus 1000 integrated avionics. The estimated $300 million development cost is divided between Embraer for 34%, risksharing partners for 33% (including Belgium's SONACA supplying centre and rear fuselage sections, doors, engine pylons and wing leading-edges), long-term loans from Brazilian development-funding institutions for % and participating suppliers for 10%. On both 370 km (200 nm) hubfeeder and 1,100 km hub-bypass sectors, the EMB145 was expected to offer lower operating costs than the similarly priced Saab 2000 high-speed turboprop and the CRJ. Its $15 million price was $4 million lower than the CRJ. The Flight Test campaign took four aircraft: S/N 801, PT-ZJA, S/N 001, PT-ZJB, S/N 002, PT-ZJC and S/N 003, PT-ZJD. Only S/N 003 was fitted with passenger seats and had no FTI (flight test instrumentation) and was used for functional and reliability tests. In July 1996, its certification was targeted for October. First delivery was planned for late November, 29 aircraft were to be produced in 1997, 38 in 1998 and at least 48 a year thereafter.
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Bentley 1975, p. 545.Thomas and Shores 1988, p. 17. The wing had a span of , with a wing area of 279 sq ft (29.6 sq m).Mason 1991, p. 328. It was designed with a small amount of inverted gull wing bend; the inner sections had a 1° anhedral, while the outer sections, attached just outboard of the undercarriage legs, had a dihedral of 5½°. The airfoil was a NACA 22 wing section, with a thickness-to-chord ratio of 19.5% at the root tapering to 12% at the tip.Thomas and Shores 1988, p. 105. The wing possessed great structural strength, provided plenty of room for fuel tanks and a heavy armament, while allowing the aircraft to be a steady gun platform.Thomas and Shores 1988, pp. 12, 15. Each of the inner wings incorporated two fuel tanks; the "main" tanks, housed in a bay outboard and to the rear of the main undercarriage bays, had a capacity of 40 gallons; while the "nose" tanks, built into the wing leading edges, forward of the main spar, had a capacity of 37 gallons each.Bentley 1975, p. 545.
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The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight. Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the airplane has an RCS of 0.0001 m2 or −40 dBsm – equivalent to the radar reflection of a "steel marble"; the aircraft can mount a Luneburg lens reflector to mask its RCS.Fulghum, David A. "F-22 Raptor To Make Paris Air Show Debut" Aviation Week, 4 February 2009.
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The Lead User Method is a market research tool that may be used by companies and / or individuals seeking to develop breakthrough products. Lead User methodology was originally developed by Dr. Eric von Hippel of the Massachusetts Institute of Technology (MIT) and first described in the July 1986 issue of Management Science. In contrast to the traditional market research techniques that collect information from the users at the center of the target market, the Lead User method takes a different approach, collecting information about both needs and solutions from the leading edges of the target market and from analogue markets, markets facing similar problems in a more extreme form. The methodology involves four major steps: #Start of the Lead User process #Identification of Needs and Trends #Identification of Lead Users and interviews #Concept Design (Workshop). The methodology is based upon the idea that breakthrough products may be developed by identifying leading trends in the to-be-developed product’s associated marketplace(s). Once the trend or broader problem to be solved has been identified, the developers seek out “Lead Users”- people or organizations that are attempting to solve a particularly extreme or demanding version of the stated problem.
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The lower wing consisted of spruce leading edges and wire-cable trailing edges, while the surfaces were fabric-covered and treated with aircraft dope to produce a scalloped effect, much as with the contemporary German Fokker D.VII that also used a wire trailing-edge component, along the trailing edges. While the forward Vickers machine guns were installed as standard, they were not always present upon all aircraft. As a result of fears of a shortage of Vickers guns during the last few months of the war, several American squadrons equipped with the S.XIII decided to replace their existing Vickers .303 machine guns with the lighter-weight (25 lbs/11.34 kg apiece) .30/06-calibre Marlin Rockwell M1917 and M1918 aircraft machine guns,Bruce Air International June 1976, p. 312.Maurer 1978, pp. 146–147. saving some sixteen pounds (7.3 kg) in weightArchived Marlin M1917/18 machine gun specification page over the twin- mount Vickers' total weight of 66 lbs (29.94 kg) for the guns alone. Reportedly, by the end of the war, roughly one half of the aircraft in American service had been converted in this fashion.
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However, the major focus of the mission was testing and evaluating new Space Shuttle flight safety techniques, which included new inspection and repair techniques. The crewmembers used the new Orbiter Boom Sensor System (OBSS) – a set of instruments on a 50-foot (15 m) extension attached to the Canadarm. The OBSS instrument package consists of visual imaging equipment and a Laser Dynamic Range Imager (LDRI) to detect problems with the shuttle's Thermal Protection System (TPS). The crew scanned the leading edges of the wings, the nose cap, and the crew compartment for damage, as well as other potential problem areas engineers wished to inspect based on video taken during lift-off. STS-114 was classified as Logistics Flight 1. The flight carried the Raffaello Multi-Purpose Logistics Module, built by the Italian Space Agency, as well as the External Stowage Platform-2, which was mounted to the port side of the Quest Airlock. They deployed MISSE 5 to the station's exterior, and replaced one of the ISS's Control Moment Gyroscopes (CMG). The CMG was carried up on the LMC (Lightweight Multi-Purpose Experiment Support Structure Carrier) at the rear of the payload bay, together with the TPS Repair Box.
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Even though true supermaneuverability lies outside the realm of what is possible with pure aerodynamic control, the technologies that push aircraft into supermaneuvering capability are based on what is otherwise a conventional aerodynamically controlled design. Thus, a design that is highly maneuverable by traditional aerodynamics is a necessary base for a supermaneuverable fighter. Features such as large control surfaces which provide more force with less angular change from neutral which minimizes separation of airflow, lifting body design including the use of strakes, which allow the fuselage of the aircraft to create lift in addition to that of its wings, and low-drag design, particularly reducing drag at the leading edges of the aircraft such as its nose cone, wings and engine intake ducts, are all essential to creating a highly maneuverable aircraft. Some designs, like the F-16 (which in current production form is regarded as highly maneuverable, but only the F-16 VISTA tech demonstrator is considered supermaneuverable) are designed to be inherently unstable; that is, the aircraft, if completely uncontrolled, will not tend to return to level, stable flight after a disturbance as an inherently stable design will.
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In September 1996, as part of the Capstone Design Course and the Hypersonic Aero-Propulsion Integration Course at Parks College, Czysz assigns his students to analyze the information gathered, as the ODYSSEUS project. Thereafter the three researchers copublish a conference paper summarizing the Western analysis of Ayaks principles. With such information, long-time ANSER main expert Ramon L. Chase reviews his former position and assembles a team to evaluate and develop American versions of Ayaks technologies within the HRST program, recruiting H. David Froning Jr., CEO of Flight Unlimited; Leon E. McKinney, world expert in fluid dynamics; Paul A. Czysz; Mark J. Lewis, aerodynamicist at the University of Maryland, College Park, specialist of waveriders and airflows around leading edges and director of the NASA-sponsored Maryland Center for Hypersonic Education and Research; Dr. Robert Boyd of Lockheed Martin Skunk Works able to build real working prototypes with allocated budgets from black projects, whose contractor General Atomics is a world leader in superconducting magnets (that Ayaks uses); and Dr. Daniel Swallow from Textron Systems, one of the few firms that still possess valuable knowledge in magnetohydrodynamic converters, which Ayaks extensively uses.
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The new design had numerous modifications to the wing; one change was rounding the front of the forward delta in order to eliminate the pitch-up tendency. To increase high-speed aerodynamic efficiency, the wing's thickness was reduced to 2.3%, the leading edges were made sharper, the sweep angles were changed from 80/60° to 85/62°, and substantial twist and camber were added to the forward delta; much of the rear delta was twisted upwards to allow the elevons to remain flush at Mach 3.0. In addition, wing/body fairings were added on the underside of the fuselage where the wings are located, allowing a more normally shaped nose to be used. To retain low-speed performance, the rear delta was enlarged considerably; to increase the payload, the trailing edge featured a forward sweep of 10°, extending the inner part of the wing rearward. The new nose reduced the overall length to 214 ft (65.2 m) while retaining virtually the same internal dimensions. Wingspan was identical as before, and despite the thinner wing, the increased wing area of 9,026 ft² (838.5 m²) allowed the same takeoff performance. The airplane's overall lift-to-drag ratio increased from 7.25 to 7.94.
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