"Bringing nacelle capability in-house allows Airbus to further improve nacelle aerodynamics to offer extra efficiency and better performance," the Airbus spokesman said.
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Photos suggest the external structure of the engine nacelle was undamaged.
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Its nacelle, blades and tower prototype parts will arrive later this summer.
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The propellers are made by France's Ratier-Figeac on behalf of Airbus, which supplies the nacelle.
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But in a pinch, workers can also airlift in and out via a helipad located next to the nacelle.
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A nacelle sits directly behind a turbine's blades and is a shell-like structure that contains crucial pieces of kit.
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The generator is located at the top of the turbine, inside a 22027-ton, schoolbus-sized steel house called the nacelle.
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The nacelle also includes a control room, with computer systems that automatically monitor windspeed and direction and adjust the blades accordingly.
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To get the engine under the 19657 wing, engineers had to mount the engine nacelle higher and more forward on the plane.
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On Monday, the firm displayed the first nacelle for the turbine, which will now be shipped from Saint-Nazaire in France to Rotterdam-Maasvlakte in the Netherlands.
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After about 40 minutes, we were in the little room at the top of the tower, the nacelle, that contains the rotor and the generating works and electronics.
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If one thing is immediately clear, it's that Cairo-based promoters Nacelle, the crew responsible for the three day bash, know how to build a proper place to party.
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A China Eastern Airlines A330, also powered by Trent 700s, was forced to turn back to Sydney just after takeoff for Shanghai after part of its engine nacelle broke apart.
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An Airbus spokesman said the decision had already been taken to recoup nacelle work carried out by United Technologies for engines supplied by the same company to power the A320neo jet.
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Bracing myself against winds that could fling me into the sea if I let my guard down, I try to imagine making the six hundred-foot leap out of a flaming nacelle.
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Photo: Jesse Burke for GizmodoIf the nacelle includes the brain and muscles of the turbine, the tower—an enormous metal tube built of three 6.50-ton sections of cast steel—is its backbone.
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Siemens Gamesa also has a strong presence in the region, with blade and nacelle production in Iowa and Kansas, though it does not identify the local providers from which it sources its towers.
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But moving the engine nacelle (and a related change to the nose of the plane) changed the aerodynamics of the plane, such that the plane did not handle properly at a high angle of attack.
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Improvement is badly needed after the group announced the closure of its blade production operation in Canada, job cuts at its nacelle manufacturing plant in Kansas and writedowns on the U.S. business that caused a profit warning and management reshuffle.
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" Another nacelle is being assembled with a view to testing it in "actual operational conditions" at a site in the U.K. John Lavelle, the CEO of GE Renewable Energy Offshore Wind, said the firm was "on track to start commercializing this new product very shortly.
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It instead focused on reconsidering the process of designing the engine to withstand internal impacts during "fan blade out," or FBO, failures, since the fan blade broke and struck the nacelle in way that was different than Boeing and the engine maker, CFM International, expected.
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The largely wooden nacelle was long and flat-bottomed. The cockpit, close to the nose, was open and placed the pilot over the leading edge of the lower wing which was mounted on the side of the nacelle, about halfway back. The rear of the fuselage was formed by a horizontal girder member, just under the upper wing, attached to the nacelle with a pair of vertical struts between the wings and an oblique strut from the rear of the nacelle to the top of the aft vertical strut. Wires braced the rear fuselage to the wing struts and to the nacelle.
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The nacelle is housing the gearbox and generator connecting the tower and rotor. Sensors detect the wind speed and direction, and motors turn the nacelle into the wind to maximize output.
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Note the central push-pull nacelle, with pull-only nacelles on either side, and the open cockpits for pilots (on top of the main cabin) and flight engineer (in the central nacelle).
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Panelka series of motorcycles from Jawa had the headlamp top nacelle stretched to the end of the handle bar with an oval speedometer instead of a circular speedometer on the headlamp top nacelle.
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Some aircraft have an engine nacelle (pod) which extends below the line between the landing gear and the wingtip. In this case, the aircraft may be vulnerable to nacelle strike as well as wingstrike, for the same reasons.
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Bill and Sally Reardon eventually discover that Tony Croy and Mrs. Nacelle were married some years earlier, but never got divorced. Croy has been blackmailing Mrs. Nacelle with this info, forcing her to steal the jewelry from her husband's store.
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When the windmills of the 18th century included the feature of rotor orientation via the rotation of the nacelle, an actuation mechanism able to provide that turning moment was necessary. Initially the windmills used ropes or chains extending from the nacelle to the ground in order to allow the rotation of the nacelle by means of human or animal power. Another historical innovation was the fantail. This device was actually an auxiliary rotor equipped with plurality of blades and located downwind of the main rotor, behind the nacelle in a 90° (approximately) orientation to the main rotor sweep plane.
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The HF.35 was designed and built to a 1915 C3 specification for a 3-seat armoured army co- operation, escort and attack aircraft. Following the contemporary practice of the Farman brothers, the HF.35 was a pusher biplane with a fuselage nacelle housing the crew and engine. The fuselage nacelle was supported on struts between the mainplanes and the tail unit was attached using a wire-braced strut framework attached to the wings. The Renault 12Fa water-cooled V-12 engine was mounted as a pusher in the rear of the fuselage nacelle, cooled by radiators on either side of the nacelle between the wings.
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The trailing edge was faired into the round fuselage shape. The engine nacelle was also faired into the flaps. The extreme rear of the nacelle was hollow and allowed the flap with an attached vertical slot to fit into the cavity when deployed.Goss 2005, p. 20.
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The C.II used the wings and landing gear of the earlier C.I but was fitted with a short nacelle rather than a conventional fuselage. The nacelle housed a Benz Bz.III engine in a pusher configuration with a two-bladed propeller. The nacelle had an open cockpit for the observer/gunner at the front and the pilot behind. The tail structure used an open frame with a conventional fin and rudder and garnered the nickname Gitterschwanz (en: lattice tail).
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Bowers 1979, pp. 80–81.Bruce 1982, pp. 204–205. The Canada used the unequal span biplane wings and Curtiss V-X engines of the H-4 flying boat, but the rest of the design was new. The fuselage was a long nacelle attached to the lower wing, with two gunners sitting side-by-side in an open cockpit in the nose of the nacelle, with the pilot sitting alone in a separate cockpit at the rear of the nacelle, behind the wings.
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The fuselage and two very large nacelles were mounted on the lower wing. Each nacelle contained fuel and oil tanks beneath each of a pair of geared-output 160 KW (220 hp) Mercedes D.IV straight-eight engines, one per nacelle, driving pusher propellers. The undercarriage was unusual, being quadricycle in arrangement with a pair of wheels mounted at the front and rear of each engine nacelle. This feature was intended to remove the possibility of a nose-over on landing.
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They were powered by a 50 or 70 hp (37 or 52 kW) Gnome rotary engine. One (S.35) was built with a nacelle for the pilot and passenger, seated in tandem: a similar nacelle was later fitted to S.34. Some were built with dual controls for instructional purposes.
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It was reported that a serious nacelle fire occurred on a Marine MV-22 at New River in December 2006.
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The nacelle weighs 390 tonnes. The turbine weighs 1,300 tonnes and the foundation weighs 4,000 tonnes. The total height is .
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Based in Chula Vista, California, Aerostructures includes: nacelle systems; flight control surfaces; naval composites; and other material and structural components.
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The tail fairing of the starboard nacelle contains an inflatable dinghy which is provided with automatic actuators and marine distress beacons.
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The Caudron G.2 had a short crew nacelle, with a single engine in the nose of the nacelle, and an open tailboom truss. It was of sesquiplane layout, and used wing warping for lateral control. The wings of the Caudron had scalloped trailing edges that were to become a trademark of the aircraft.Treadwell, T.C., 2011.
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Wire bracing completed the structure. The rear spar was ahead of mid-chord, leaving the ribs in the rear part of the wing flexible and allowing roll control by wing warping. The nacelle was a simple, short, flat sided structure. It was supported above the lower wing on two more pairs of interplane struts which passed within the nacelle.
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The FF.34 was similar to the earlier FF.31 as it was a pusher configuration twin-boom floatplane. It had a central nacelle with two open cockpits. The engine (a Maybach Mb.IV) with a pusher propeller was mounted at the back of the nacelle. The twin tail booms were fitted to a rear tailplane/elevator assembly.
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Nacelle used inside her home wall safe. The rigged filling cabinet drawer was meant to kill Croy, the man who was supposed to get the note which gave directions to that particular file drawer. Bill and Sally Reardon set a trap for Mrs. Nacelle, solve the case, and lead the police to the final showdown with the murderous wife.
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Operation of the air inlet and nozzle showing air flow through the nacelle The propulsion system consisted of the intake, engine, nacelle or secondary airflow and ejector nozzle (propelling nozzle). The propulsive thrust distribution between these components changed with flight speed: at Mach 2.2 inlet 13% – engine 73% – ejector 14%; at Mach 3.0+ inlet 54% – engine 17.6% – ejector 28.4%.
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The two outer fuel tanks were located next to the outer side of the engine nacelle. The outermost fuel tank contained a fuel capacity, while the tank closest to the engine could accommodate of oil. Both were sandwiched in between the main and rear main spar. Between the fuselage and inner side of the engine nacelle, the main tanks were located.
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The FF.31 was a biplane floatplane with a central nacelle and two open cockpits. The engine was mounted at the rear of the nacelle, driving with a pusher propeller. The twin open-frame tail booms extended aft from the wings to carry the tail unit. A version of the FF.31 with a fixed tailskid landing gear was designated the FF.37.
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In Phase II of the flight test program, a "refanned" Pratt & Whitney JT8D-209 was tested in No. 1 nacelle of 72–1876 and a CFM International CFM56 was tested in the No. 1 nacelle of 72–1875.Norton 2002, p. 100. In addition, a new wing with increased chord and span was flown on 72–1875.Norton 2002, p. 101.
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Detailed analysis of the pieces of the turbine disc found several metallic impurities on the edges of two of them; in one case, they were identified as coming from the engine nacelle, in another, the impurities came from the nacelle, the hull, control actuators and finally, electrical cables. Also, detailed examination of the surface of the broken disc showed significant evidence of fatigue cracking.
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This is usually the top axial surface of the gliding bearing, which constantly supports the weight of the whole nacelle-rotor assembly. For the gliding elements of this gliding surface to be replaced, the nacelle-rotor assembly must be lifted by an external crane. An alternative solution to this problem is the use of mechanical or hydraulic jacks able to partially or fully lift the nacelle-rotor assembly while the gliding yaw bearing is still in place. In this way and by providing a small clearance between the gliding elements and the gliding disk, it is possible to exchange the sliding elements without dismantling the gliding yaw bearing.
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Henry's aircraft differed from Maurice's in lacking the pilot's nacelle and not using a Renault inline engine. Maurice and Henry began to collaborate closely in 1912.
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Engines in nacelles on a Boeing 707 A nacelle ( ) is a housing, separate from the fuselage, that holds engines, fuel, or equipment on an aircraft. In some cases--for instance in the typical "Farman" type "pusher" aircraft, or the World War II-era P-38 Lightning--an aircraft's cockpit may also be housed in a nacelle, which essentially fills the function of a conventional fuselage. The covering is typically aerodynamically shaped.
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The hot air could escape through the apertures at the aileron hinges. A diversion pipe was also installed in the engine nacelle, which could shut down the hot air flow to the ducts and divert the air out through bottom end of the nacelle if de-icing was not required.Price Aeroplane March 2009, p. 59. The fuel and oil tanks were located in the wing and centre section.
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The airworthy replica built by Vintage Aviator Ltd makes its debut on 25 April 2009 at Hood Aerodrome, New Zealand. The Royal Air Force Museum London displays an F.E.2b. The wings and tail struts are replicas but the aircraft's nacelle and engine are original. The nacelle was made in 1918 by Richard Garrett & Sons, who were subcontracted to make the nacelles for Boulton & Paul Ltd, who assembled the complete aircraft.
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Putnam, UK, 1993 The modified nose and nacelle shapes were also introduced on the first prototype.Green, William, and Swanborough, Gordon. The Complete Book of Fighters. Greenwich Editions, UK 2004.
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Schematic representation of the main wind turbine components. The yaw system is located between the wind turbine nacelle and tower. The yaw bearing is the most crucial and cost intensive component of a yaw system found on modern horizontal axis wind turbines. The yaw bearing must cope with enormous static and dynamic loads and moments during the wind turbine operation, and provide smooth rotation characteristics for the orientation of the nacelle under all weather conditions.
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The engine fire system is of the continuous-element type and will provide a FIRE warning indication to the crew in the event that the rear nacelle area temperature exceeds 510 degrees Fahrenheit or if the forward nacelle area temperature exceeds 480 degrees Fahrenheit. Two spherical fire extinguisher containers can discharge their contents to either engine. A check valve prevents reverse flow between the containers. Monobromotrifluoromethane (CF3BR) is used as extinguishing agent.
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The loco has a streamlined twin cab carbody design, with twin beam, top-mounted headlamps. The first 150 or so units had the headlamp mounted at waist level, with the lights being mounted in a protruding nacelle. Some earlier locos, especially from the Erode loco shed have the headlamps placed on the top. Later on the headlamps were placed in a recessed nacelle, and from road #22579 onward, the headlamps were moved to the top.
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As nacelle supplier Nordam filed for bankruptcy on 23 July, initial deliveries will be slowed. Certification allowed the EFVS to provide the only visual cues for landing down to runway visual range, to touchdown and rollout, after 50 test approaches, and testing to lower visibilities could allow dropping the limit. The first G500 was delivered on September 27, 2018. On October 1, Gulfstream announced the acquisition of the nacelle manufacturing line from Nordam.
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Tandem Twin The Tandem Twin was another early example of a twin engine aircraft. It was built for Francis McClean, using parts of S.27. fitted with a short nacelle on top of the lower wing with a Gnome Omega at either end, access to the cockpit being via a hole in the nacelle floor. Tail surfaces were modified by the addition of an extra pair of rectangular rudders above the tailplane.
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Center nacelle tractor and 4 bladed pusher Liberty V-12 engines, the Herreshoff hull, and one wing of the NC-4 in the National Museum of Naval Aviation, Pensacola, in 1997.
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The latter defined the aft end of the nacelle and extended above the wing to form a flat, triangular pylon, from which a pair of landing wires ran to both spars on each side. Flying wires from a point on the lower nacelle directly beneath the tip of the pylon ran to the same positions on the wing underside. The same sloping rear member of the N-strut was used to join the nacelle to the open rear fuselage. Two pairs of V-shaped steel tube struts were attached to it at the wing trailing edge and at its foot; the first was horizontal, the other upward sloping, and their rear meeting points were used to support the fabric covered empennage.
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Despite its name 'Flying Wing' the aircraft carried a twin-boom empennage with a single vertical fin. The two crew sat in open tandem cockpits in a central nacelle with circular cross-section, initially with a Continental A-70 in tractor configuration. The nacelle ended in a jet-engine like 'exhaust' nozzle at its rear, which actually was an intake to a boundary-layer bleed system driven by the engine which blew air through spanwise slots in the rear part of the 'Flying Wing' in an attempt to increase the wing's performance. Another unusual characteristic of the design was its “reversed tricycle landing gear” with two main wheels under the front wing and a single aft wheel under the rear-end of the nacelle.
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Nearly all wind turbines place the rotor in front of the nacelle when the wind is blowing (upwind design). Some turbines place the rotor behind the nacelle (downwind design). This design has the advantage that the turbine can be made to passively align itself with the wind, reducing cost. The main drawback is that the load on the blades changes as they pass behind the tower, increasing fatigue loading, and potentially exciting resonances in other turbine structures.
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Both wings had pronounced dihedral; the upper one carried ailerons and leading edge Handley Page slots. There was no fuselage in the conventional sense, rather a nacelle for pilot and engine and a number of rearward booms to carry the tail. 'Flight 20 May 1937 The nacelle was flat sided and just wide enough to accommodate the pilot, who sat under flexible glazing below the leading edge of the upper wing. It was a steel-framed, fabric-covered structure.
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The oil tanks themselves had no separate coolant controlling systems. The coolant header tank was in the forward nacelle, behind the propeller. The remaining coolant systems were controlled by the coolant radiators shutters in the forward inner wing compartment, between the nacelle and the fuselage and behind the main engine cooling radiators, which were fitted in the leading edge. Electric-pneumatic operated radiator shutters directed and controlled airflow through the ducts and into the coolant valves, to predetermined temperatures.
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On the NN 2 the pilot sat, completely exposed, on a seat attached the sloping, most forward cross-member and with controls on an extension of the lower longeron. That longeron also carried the forward end of a pneumatically- sprung, broad, landing skid. In contrast, the pilot of the NN 2bis had an open cockpit within a nacelle with vertical sides which reached from nose to the wing trailing edge. The cross-member above the nacelle was faired in.
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The lower longeron extended forward of the wing and carried a plywood nacelle with an open cockpit; the nacelle extended rearwards under the wing. Under it, a wooden landing skid was mounted on rubber shock absorbers. The empennage was conventional, with fabric-covered rectangular surfaces. Its fin extended upwards from the lower longeron to just beyond the upper one, carrying the tailplane close above; a tall, balanced rudder operated in a cut-out between balanced elevators.
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Jawa 250 type 559 (known popularly as Panelka) was a standard motorcycle made by Jawa Motors from 1962 to 1974. It was preceded by the Jawa 250/353, and its successor was the Jawa 250/592. This was the first 250 cc model to be called Panelka. The Panelka series had the headlamp top nacelle stretched to the end of the handlebar with an oval speedometer instead of a circular speedometer on the headlamp top nacelle.
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But the wing was given a longer span on the port (left hand) side, with room beneath it for a nacelle containing a BMW 003 turbojet. The root of the tail fin extended forward, with the tail plane mounted on top of the extension, raising it above the jet exhaust. The main undercarriage retracted outward into the main wing, on the port side outboard of the engine nacelle. A retractable tailwheel was located in the extreme rear, beneath the rudder.
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A nacelle is a cover housing that houses all of the generating components in a wind turbine, including the generator, gearbox, drive train, and brake assembly. A notable feature now found on some off-shore wind turbines is a large sturdy helicopter-hoisting platform built on top of the nacelle, capable of supporting service personnel and their tools, winched down to the platform from a helicopter hovering above it.Eize de Vries. Close up: Alstom Haliade 6MW Prototype, Windpower Monthly, 11 July 2012.
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The F-1 was a biplane flying boat powered by two Hall- Scott A-5 liquid-cooled engines with two-bladed tractor propellers fitted between the two wings. The lower wing was attached to a fuselage nacelle and the upper wing mounted on steel interplane struts. The fuselage nacelle had room in an open cockpit for a crew of two side by side plus eight to ten passengers. Twin uncovered booms supported the tail surfaces, with two fins and three rudders.
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Nexcelle's presence at the 2011 Paris Air Show also included a functional half-scale model demonstrating key elements of the company's integrated propulsion system concepts for jet engines on airliners. In January 2012, Nexcelle announced the appointment of Huntley Myrie as its new president – succeeding the company's first president, Steve Walters, who moved on to become the product leader for GE Aviation’s nacelle and aerostructures activities. Nexcelle began full-scale testing of its nacelle demonstrator – called PANACHE (Pylon And Nacelle Advanced Configuration for High Efficiency) – in May 2012, marking a first validation of the thrust reverser element for the company's Integrated Propulsion System technology. This activity occurred at GE Aviation's Peebles Test Operation in Ohio, and it involved 200 cycles representing normal deployments, rejected take-off deployments and aborted landings.
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112 built for the US Navy, ten of which transferred to US Army.Bowers 1979, p. 129. ;Pusher R :1916 pusher version, based on wings of R, with new fuselage nacelle accommodating two crew. One built.
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One built.Bruce 1980, p. 58. ;F.B.9 :Improved derivative of F.B.5, with revised wings and tail, more streamlined nacelle, a new V-type undercarriage and using streamlined Rafwire bracing instead of conventional cable bracing.
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France played a pioneering role in the fields of aviation (nacelle, empennage, fuselage, aileron, altimeter, canard, decalage, monocoque, turbine) and automobile engineering or design (chassis, piston, arbor, grille, tonneau, berline, sedan, limousine, cabriolet, coupé, convertible).
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The S.G.'s guns were not accessible to the pilot which caused problems when stoppages occurred and with cocking the guns for combat. On all but the earliest prototypes and the SPAD S.G, the nacelle was fitted with a light machine gun on a flexible tubular mount, and it incorporated air intakes on its sides and underside to redirect air toward the Le Rhône rotary engine, which was otherwise masked by the nacelle. Starting the engine required the prop to be swung from alongside the fuselage.
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The Caudron G.3 was designed by René and Gaston Caudron as a development of their earlier Caudron G.2 for military use. It first flew in May 1914 at their Le Crotoy aerodrome. The aircraft had a short crew nacelle, with a single engine in the nose of the nacelle, and an open tailboom truss. It was of sesquiplane layout, and used wing warping for lateral control, although this was replaced by conventional ailerons fitted on the upper wing in late production aircraft.
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Two of the three nine- cylinder radial Lorraine 9Na Algol engines were mounted under the wings at the inner-outer panel junctions, enclosed in narrow-chord cowlings on frames inside streamlined nacelles. These were suspended on a group of three short struts from the forward wing spar, two attached to a ring at the middle of the nacelle and a third to its rear. Another strut joined the nacelle rear to the rear spar. The third engine was in the nose of the fuselage.
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The Super Sprite was packaged as a self- contained engine in its own nacelle, jettisoned after take-off and retrieved by parachute. Inflatable air bags cushioned its impact with the ground. To obtain a clean separation from the carrier aircraft, the production engines fitted to the Vickers Valiant had a small canard vane at the nose, pitching the nacelle downwards on separation. :De Havilland regarded the 166 units manufactured as a standard production item, supported by their Service Department alongside piston and turbojet engines.
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The H.110 began flight testing in April 1933. Tested against its smaller and lighter competitors, it proved slower and less manoeuvrable and was returned to Hanriot for modification. It flew in April 1934 as the H.115, with its HS 12Xbrs engine uprated to , a new four-blade propeller with variable-pitch and a revised nacelle, shortened forward of the cockpit by . A APX cannon was now housed in a fairing below the nacelle as an alternative to the earlier pair of Chatellerault machine guns.
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The SZD-26 was designed as a twin boom motor glider with a pusher propeller and the engine located in the rear of the central nacelle which also housed the tandem cockpit. The tricycle undercarriage was designed to retract rearwards into the nacelle, under the cockpit and either side of the engine. The two-bladed propeller was designed to stop when level with the wings to reduce drag with the engine off. Lack of a suitable powerplant stopped further work on the SZD-26 Wilk.
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The F.B.25 used an identical tail and tail boom assembly to the F.B.23, but had modified wings and a completely new fuselage nacelle. The F.B.25 was a two-bay biplane with unstaggered wings of equal span. Its nacelle was mounted between the wings, was unusually wide for an aircraft of its type in its day, and accommodated the two-man crew, a pilot and a gunner, in staggered side-by-side seats, with the gunners seat ahead and to starboard of the pilots.
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In 1992, the turbine was dismantled. In 2006, the nacelle and the rotor blades were taken to the Energy Museum (Energimuseet) near Bjerringbro in central Jutland where they were reassembled as part of the museum's collection.
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Like several other designs by Richard Vogt, the P 194 featured an asymmetric arrangement. The layout was broadly similar to that of the BV 141: the crew and weapons were carried in a large nacelle offset from the main fuselage structure that carried a propeller-driven engine in the nose and the empennage at the rear, joined together by a common wing. However, in the P 194, a turbojet was added low down at the rear of the crew nacelle and the thrust from this engine was intended to help balance the thrust from the propeller. A powerful cluster of guns was to be located in the nose of the nacelle, clear of the propeller, and a bombload of up to 500 kg (1,100 lb) was to be carried in an internal bomb bay in the fuselage.
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45 kg (99 lb) No. of seats 1. 1 built. This ultralight biplane glider was originally planned as a hang-glider but was completed with a cockpit nacelle and twin main skids. Akaflieg Darmstadt D-6 Geheimrat.
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Andrews and Morgan 1988, p. 48. ;E.F.B.3 (Vickers Type 18B) :Revised fighter, with equal-span wings, aileron controls and revised nacelle without windows. One built. ;E.F.B.4 :Proposed design of similar layout to "Destroyer" - unbuilt. ;E.
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Rear view of a reproduction DH.2 The Airco DH.2 was a compact two-bay pusher biplane fighter aircraft. It had a wooden airframe, which was wire-braced and covered by fabric across most areas, except for the nacelle nose and upper decking. Both the upper and lower wings had ailerons fitted; the upper ailerons were spring-loaded to automatically return them to a neutral position when the controls were centred. The upper part of the nacelle was cut away so that a machine gun could be positioned there.
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One of the main components of the yaw system is the yaw bearing. It can be of the roller or gliding type and it serves as a rotatable connection between the tower and the nacelle of the wind turbine. The yaw bearing should be able to handle very high loads, which apart from the weight of the nacelle and rotor (the weight of which is in the range of several tenths of tons) include also the bending moments caused by the rotor during the extraction of the kinetic energy of the wind.
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These blocks maintained sliding contact with a gliding ring on the nacelle. The gliding blocks were wooden cube-like pieces with convex gliding surface covered with animal fat, or even lined with copper (or brass) sheet as a friction reduction means. These wooden blocks were fixed in wooden slots, carved in the wooden bearing substructure, by means of nails or wedges and were carefully leveled to create a flat surface where the nacelle gliding ring could glide. The gliding blocks, despite the lubrication would wear quite often and would have to be exchanged.
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This operation was relatively simple due to the wedge-based connection between substructure and gliding blocks. The gliding blocks were further locked via movable locking devices which, in a different form, remain as a technical solution in modern gliding yaw bearings. The gliding ring of the windmill nacelle was made from multiple wooden parts and, despite the old construction techniques, was usually quite level, allowing the nacelle to rotate smoothly around the tower axis.Molenbouw, A. Sipman, Zutphen, 2002, The hybrid yaw bearing system combines the solutions old windmills used.
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Like most 1930s primary gliders, the Basettino was a simple, high braced wing aircraft with a forward nacelle and an open frame rear fuselage. Its two spar, fabric covered wing had greater span and aspect ratio than most of its class and had a higher performance airfoil. A straight, constant chord centre section occupied most of the span, with straight tapered outer panels which carried the ailerons and had rounded tips. The wings were supported over the nacelle by a single, central N form strut, with an upright forward member and a sloping rear component.
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A short nacelle on the lower wing contained an open, wide cockpit with side-by-side seating, the pilot on the right. Controls were conventional. The nacelle ended behind the forward wing spar, ahead of the Gnome Delta nine cylinder rotary engine mounted on the rear interplane struts and driving a two blade propeller via 2:1 reduction gearing and a long shaft to clear the trailing edge. At the extreme tail, the final vertical frame member served as the axis for the rudder, with a small, roughly triangular fin ahead of it.
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Thirteen single seaters were built, all but three the strutted type. It could be used to train novice pilots through to their B-certificate. A two- seat variant, called the Allievo Pavullo Biposto (), was also built with two open cockpits in tandem in a longer and more distinct nacelle. The fuselage structure was quite different, with the tail supported on two parallel booms from the wire braced wing to the tips of a rectangular horizontal tail, assisted by a long, wide spread V-strut from the rear of the nacelle.
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An anti-ingestion tunnel protects the CFM56-5C testbed engine against FOD (foreign object damage) during thrust reverse. (May 16, 2012) In October 2010, GE selected Nexcelle to provide the nacelle and thrust reverser for the GE Passport 20 engine to be used on Bombardier’s new Global 7000 and Global 8000 business jets. The announcement was made at the NBAA Annual Meeting and Convention. At the Paris Air Show in June 2011, Nexcelle signed the purchase agreement for its supply of the GE Passport 20's nacelle system to GE Aviation.
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Like many primary gliders of the 1930s, the CAT 15 was an attempt to develop Alexander Lippisch's Zögling. One improvement was the pilot's environment, now seated in an open cockpit within a short fuselage nacelle rather than entirely exposed on a fuselage beam. Earlier Zögling variants like the SG-38 had also included a nacelle but not the CAT 15's cleaner strut braced wing which dispensed with many flying wires. The glider was designed and built at the Construzioni Aeronautiche Taliedo (CAT) under the supervision of Ettore Cattaneo.
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Photograph of a destroyed U-boat illuminated in Leigh Lights Two types of Leigh Light entered operational use: #The Turret type, fitted on Wellington aircraft, was a searchlight mounted in a retractable under-turret controlled by hydraulic motor and ram. The maximum beam intensity was 50 million candelas without the spreading lens and about 20 million candelas with the lens. Total weight was . #The Nacelle type, fitted on Catalinas and Liberators, was a searchlight mounted in a nacelle in diameter slung from the bomb lugs on the wing.
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The ROM-1 (ROM = Razviedchik Otkrytovo Morya [Open Sea Reconnaissance]) was a long range maritime reconnaissance sesquiplane flying boat with two engines installed in a tandem nacelle, supported on struts over the hull. The hull was made from aluminumand the wings were made of wood, attached to the sides of the engine nacelle. The water-tight lower wings, attached to the sides of the hull, were installed slightly above the waterline and carried two floats on their tips. The tail surfaces had aluminum alloy frames with fabric covering.
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The E-70 turbines have rotor diameters of 71 m, so the swept area is 3,959 m². The nacelle, in the hub height of 64 m, is assessable through a ladder within the tower, which is 4.2 m in diameter at the base and 2.9 m at top. The nacelle itself has a diameter of 5m the height of a two-storey building. The turbine rotor spins with a speed between 6 and 21.5 rpm and the rotor hub is directly coupled to the synchronous generator without a gear box for transmission.
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Each skid was multiply braced to its frame and inwards to the nacelle; the pair were joined by a cross strut near the forward tip. Both carried a pair of wheels and, at the rear, an articulated and sprung extension to absorb landing shocks.The Dunne Monoplane, 1911 The nacelle that carried the pilot's seat and the engine behind him was no more than an open wooden framework. Initially, the same Green engine was used as before, driving a two bladed, 7 ft 3 in (2.21 m) diameter propeller.
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It was a single-engined pusher biplane, based on the N.E.1 night fighter. It retained much of the structure of the N.E.1, including the outer wings, undercarriage, tailplane and tail booms, but had a new armoured nacelle constructed completely of armour plate. Two Lewis guns were fitted on an armoured mounting in the front of the nacelle that allowed the guns to be depressed to attack targets below, while another Lewis gun was mounted on a pillar mounting between the gunner and pilot to defend the aircraft from attack.Bruce 1968, p. 12.
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The first of the wind turbines to be constructed was an Enercon E66/1500 with 1.5 MW generation capacity, 67 metres nacelle height and 66 metres rotor diameter. It was also built with an observation deck just below the nacelle which was open for the public to climb during the 2000s and 2010s, the only wind turbine in the world to have such a facility. These two turbines have since been joined by an independent development of a further eight turbines at the village of North Pickenham, three miles from Swaffham.
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The wings could be folded, giving a stowage width of . The single Pegasus II M2 radial engine was housed at the rear of a nacelle mounted on four struts above the lower wing and braced by four shorter struts to the centre-section of the upper wing. This powered a four-bladed wooden pusher propeller. The nacelle contained the oil tank, arranged around the air intake at the front to act as an oil cooler, as well as electrical equipment, and had a number of access panels for maintenance.
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It was powered by a 70 hp 4-cylinder Argus engine driving a single propeller at the front of the nacelle via a 5:1 reduction gearbox. The engine also drove a pump to maintain pressure in the internal ballonet. The nacelle was a square-section wire- braced wooden structure which had been used in the unsuccessful design of 1902, and carried a pair of rudders at the rear and a pair of biplane elevators. The most novel feature of the design were the tail surfaces, which consisted of elongated tubes inflated with hydrogen.
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The compact fuselage nacelle carried the pilot, engine and the aircraft's armament. The pilot sat in a heavily glazed cockpit in the nose of the nacelle, with the engine, a Daimler-Benz DB 600Ga liquid-cooled inverted V12 engine rated at for takeoff and at at , driving a three-bladed propeller was situated immediately behind the pilot. Slot recognized that to allow the pilot to bail out from the aircraft, the propeller would have to be jettisoned. A mechanism for doing this had yet to be decided on when work on the aircraft stopped.
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He fired his Lewis machine gun empty. In frustration, he drew his pistol but dropped it into his DH.2's nacelle. Meanwhile, the German two-seater pulled away above him. The German formation was shattered and scattered.
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The Velocette Viper Special was introduced in November 1962 and featured a three gallon tank, pressed steel full width hub and the Velocette MSS rear hub as well as a '100 mph' speedometer in a modified headlamp nacelle.
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The A.E.2m conceived in 1917, was intended to be an armoured nacelle tractor biplane design. The wingspan of the aircraft would have been 42 feet 7 inches. However, the design never entered the hardware phase.Stemp, P.D., 2011.
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It acquired ScanWind in 2009. In 2011, GE acquired Wind Tower Systems LLC, a manufacturer of space frame wind turbine towers. As of 2016, GE has a nacelle production capacity of 4.8 GW, some of which is in Florida.
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The elevator deflection required to trim to the primary stall at most forward center of gravity was sufficient to trim a deep stall at the aft center of gravity, but recovery from deep stall was immediate upon forward stick motion, and more than adequate nose-down elevator control was available. The acceptability of the Gulfstream II high angle of attack characteristics and the absence of a deep stall influence on configuration sizing and arrangement was attributed to the mitigating influence of the nacelle-wing overlap on nacelle contribution. Configuration buildup studies revealed the adverse nacelle influence on tail pitching moment contribution above 30 degrees angle of attack was not unduly severe and no appreciable effect on elevator or stabilizer effectiveness was found. It was found in flight testing that the stall characteristics were satisfactory but did not preclude stall penetrations to the point of secondary stall pitchup.
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It was fitted with more powerful Avon RA.3s of thrust. Short Sperrin VX158 landing at Farnborough SBAC Show September 1955. Note the Gyron engine installed in the lower port nacelle The two Sperrins were used in a variety of research trials through the 1950s, including engine tests using VX158 as a testbed for the de Havilland Gyron turbojet - a large engine delivering thrust."de Havilland Gyron." de Havilland Museum, Retrieved: 2 May 2016. The Gyron Gy1 replaced the lower Avon in the port nacelle (see image). For the first flight with this engine configuration on 7 July 1955. VX158 was piloted by Jock Eassie and Chris Beaumont. Testing with this asymmetric engine configuration continued until March 1956, when the single Gyron Gy1 was removed and two Gyron Gy2 engines, each providing thrust, were fitted, one in each engine nacelle below the original Avon RA.2s.
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Schematic representation of the main wind turbine components. The yaw system is located between the wind turbine nacelle and tower. The yaw system of wind turbines is the component responsible for the orientation of the wind turbine rotor towards the wind.
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The two gunners were each accommodated in a nacelle on the top wing with a forward- and rearward-firing machine gun. With the availability of aircraft with synchronising guns the programme was cancelled and the two aircraft were not built.
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The fuselage was attached to the lower wing and the two engine nacelles were suspended between the wings by a system of struts. Each nacelle housed a six-cylinder 110 kW (150 hp) Benz Bz.III engine in a pusher configuration.
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This system was extended to include field modifications of the fuel tank system.Air Ministry 1945, pp. 13–14. (FB 6 Notes) The engine oil tanks were in the engine nacelles. Each nacelle contained a oil tank, including a air space.
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Retrieved: December 17, 2007."GE's CF6 Engine Models Tailored For Boeing's 747-400XQLR Wide-Body." GE Aviation, March 25, 2002. Improvements studied included raked wingtips similar to those used on the 767-400ER and a sawtooth engine nacelle for noise reduction.
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The drive side of 1958 Speed Twin engine After the war the recovery of Triumph at Meriden was largely due to the Speed Twin, which was developed in 1946 with telescopic forks and optional sprung hub rear suspension. The headlamp and instrument area was tidied up in 1949 with the Turner-designed nacelle, a feature retained until the end of the model line. In 1953, the Speed Twin caused controversy among traditional British riders as the generator and magneto were replaced with a Lucas alternator and battery/coil ignition system. The 1959 5TA Speed Twin-note rear 'bathtub' fairing and headlamp nacelle.
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Accommodation and engine are in a central nacelle of glass reinforced plastic/honeycomb sandwich. Side- by-side seating is enclosed under a generous, three section canopy entered via upward, centreline hinged doors. A 115 hp (86 kW) flat four Lycoming O-235 piston engine, mounted in the rear of the nacelle with its output shaft well above the wing and booms and air-cooled via a semi-annular intake behind the cabin, drove a three-blade pusher propeller with a large spinner, designed to minimise noise. The three blade propeller was later replaced by a two-blade one.
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There was a transversely mounted, cylindrical fuel tank behind the engine, its upper half visible at the front of the open cockpit. Initially the Caudron catalogue described the type B as a three-seater, then as a two-seater, with the pilot always in the extreme rear of the nacelle. Photographs show the B in its earliest form with two aboard, then later, after another tank had been fitted in the gap between the nacelle and lower wing, with three. The empennage of the type B was supported on a pair of girders arranged parallel to one another in plan.
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Twin-engine nacelle on a B-52 Stratofortress For the most part, multi-engined aircraft will use nacelles for housing the engines, called a Podded engine. There are exceptions to this however: fighter jets (such as the Eurofighter Typhoon) typically have the engines mounted within the fuselage. Also, some engine housings are integrated into the aircraft's wings, such as those of the De Havilland Comet and Flying Wing type aircraft. Engines may be mounted in individual nacelles, or in the case of larger aircraft such as the Boeing B-52 Stratofortress (pictured right) may have two engines mounted in a single nacelle.
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The unequal-span wings were unstaggered, with lateral control by wing warping, while the aircraft had a large semi-circular tailplane. Armament remained a single Vickers gun mounted in the nose of the nacelle, with limited movement possible, and a very poor view for the gunner.Mason 1992, p.17Bruce 1980, p. 55. The E.F.B.2 made its first flight at Brooklands on 26 November 1913. It was soon followed by the E.F.B.3, powered by a similar engine, but using ailerons instead of wing warping, and with equal-span wings, while the nacelle omitted the large windows fitted to the E.F.B.2.
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The two-seat Spectra featured a unique configuration in mounting its piston engine in a nacelle on the vertical T-tail. This engineering decision led to less drag compared to a separate pylon and nacelle as well moving the engine and propellor above the spray generated in water operation. The streamlined fuselage design also incorporated a retractable hull step that dramatically reduced the drag penalties of contemporary amphibian designs.Levy 1970, p. 30. Designed for simplicity of construction and modification, the Spectra had Vultee BT-13 outer wing panels with unique dropping wing tips that also acted as stabilizing floats.
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There was no nacelle, with the pilot exposed on a lowered seat. It proved easier to fly than the higher-performing CW II and well suited for its intended basic training role, After successful operation between 1929 and 1931, the sole CW-II was considerably modified during the winter of 1931-2. It received a new, two part centre-section which was attached directly to the upper longeron and braced with a single strut on each side to the lower longeron. The wingtips were altered in plan from rectangular to curved, reducing the wing area by 3%, and the nacelle was better streamlined.
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In vertical flight, the tiltrotor uses controls very similar to a twin or tandem- rotor helicopter. Yaw is controlled by tilting its rotors in opposite directions. Roll is provided through differential power or thrust. Pitch is provided through rotor cyclic or nacelle tilt.
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Hayes 2003 p.152 It was powered by two 204 hp (152 kW) de Havilland Gipsy Six piston engines. Fuel tanks were in the wings, as in the Dragonfly, to avoid the fire hazardHayes 2003 p.178 of the Rapide's engine nacelle tanks.
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The design was a development of the earlier Vickers F.B.12 prototypes;Lamberton, 1960. p 78. and was a two-bay biplane with a high-mounted nacelle for the pilot and an initial armament of two .303 in (7.7 mm) Lewis Guns.
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Similar in configuration to FBA's wartime designs, it was a conventional biplane flying boat with open cockpits for the three crewmembers. Unlike the firm's earlier designs, however, the engine was mounted tractor-fashion in a streamlined nacelle mounted in the interplane gap.
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The engine was installed underneath in a nacelle faired-in to the Lancaster's bomb bay. After several thousand hours of ground running and more than 300 hours of flight testing the engine was not selected, the Rolls-Royce Avon being preferred.Gunston 1989, p. 165.
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In recent years, General Electric and NASA have developed nacelles with chevron-shaped trailing edges to reduce the engine noise of commercial aircraft, using an experimental Boeing 777 as a test platform. Boeing then developed this nacelle shape for use with its 787 Dreamliner.
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In many military aircraft diffusion bonding will help to allow for the conservation of expensive strategic materials and the reduction of manufacturing costs. Some aircraft have over 100 diffusion-bonded parts, including; fuselages, outboard and inboard actuator fittings, landing gear trunnions, and nacelle frames.
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The P.B.25 had swept-back wings, a modified landing gear and a revised fuselage nacelle and although originally powered by a 110 hp (82 kW) Clerget rotary engine, the 20 RNAS aircraft were fitted with Gnome Monosoupape 9 Type B-2 rotary piston engines.
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Norris, Guy and Jens Flottau. "Life extension", Aviation Week & Space Technology, July 7, 2014, pp. 21-2. Other improvements include revised fairings next to the tail and wing-to-body-fairings. The chevrons on the trailing edge of the GEnx-2B nacelle were made thinner.
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It can refuel rotorcraft, needing a separate drogue used specifically by helicopters and a converted nacelle."New Pics: MV-22, Hornet in Refueling Tests" . Aviationweek.com, 3 September 2013. Many USMC ground vehicles can run on aviation fuel, a refueling V-22 could service these.
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The park consists of seven 1.5 MW Vestas V82-1.5 MW Arctic wind turbines with a total stated power of 9.9 MW (10.5 MW according to supplier Vestas). Each unit has a nacelle height of 78 m and a rotor diameter of 82 m.
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The yaw vane (or tail fin) is a component of the yaw system used only on small wind turbines with passive yaw mechanisms. It is nothing more than a flat surface mounted on the nacelle by means of a long beam. The combination of the large surface area of the fin and the increased length of the beam create a considerable torque which is able to rotate the nacelle despite the stabilizing gyroscopic effects of the rotor. The required surface area however for a tail fin to be able to yaw a large wind turbine is enormous thus rendering the use of such a device un- economical.
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The Type F was a single seat biplane with the same layout as all other Caudron landbased biplanes before it, apart from the Type B Multiplace. They were all twin boom tractor configuration aircraft with a short central nacelle and twin fins. Compared to the Type B to Type E range, the Type F differed most obviously in the nacelle design and the vertical tail shape. By 1913, when the Type F appeared, at least one of each of the earlier types had been modified from an equal span biplane to a sesquiplane; like the Type E, the Type F was a sesquiplane from the start.
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To spread the load across the elliptical planform high aspect ratio wings, the undercarriage was of four mainwheel oleo struts - one in each engine nacelle - with a single balloon-tyred wheel on each. The defensive guns were mounted in barbettes at the rear of each outboard nacelle, which were to be remotely operated by a gunner in a pressurised compartment in the extreme tail. The Windsor used Wallis's geodetic body and wing structure that Vickers had previously used in the Wellesley, Wellington and Warwick bombers. The wing structure had no spars but a hollow geodetic tube from tip to tip, passing through the fuselage truss.
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The P.B.23 was designed in 1915 as a single-seat biplane scout, with a fuselage nacelle strut-mounted between the wings. The nacelle had an open cockpit for the pilot at the front and at the rear an 80 hp (60 kW) Le Rhône 9C engine driving a pusher propeller. Twin fins and rudders were mounted on a wide-span tailplane with an elevator attached, all connected to the wing structure with four tailbooms. The P.B.23 failed to gain an order after it first flew in September 1915, but twenty of an improved version, the P.B.25, were ordered by the Royal Naval Air Service.
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As on the Type B, it was supported above the lower wing on two more pairs of interplane struts but on the Type C the left and right pairs passed within the nacelle, rather than down its sides. A Gnome Omega rotary engine was mounted in the front under a rudimentary shield to protect the pilot from oil spray, though a Anzani 3-cylinder radial engine could also fitted. The nacelle extended aft at the wing trailing edge, with the pilot just aft of mid-chord. The empennage of the Type C was supported on a pair of girders arranged parallel to one another in plan.
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The aircraft continued ahead in the direction it took off in for a distance of about four miles, slowly gaining an altitude of approximately 800 to 1,000 feet. All throughout, the smoke progressively worsened; by the time the aircraft had reached the four-mile point, black smoke and actual flames could be seen trailing from the underside of the right engine nacelle. Shortly after the landing gear was lowered, a large burst of flames erupted from underneath the right nacelle. The aircraft banked left to an angle of about 10 degrees and continued onwards in this position for another 4.5 miles, gradually losing altitude as it went.
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Early in the life of the Viscount aircraft type, renewal of the inner lower booms included installation of new mount fittings for attachment of the rear of the two inboard engine nacelles to the lower booms. New fittings were supplied without pre-drilled holes and the holes were drilled during installation to correctly align the engine nacelle with the wing. However, after considerable in-service experience of the boom-renewal process British Aircraft Corporation amended the procedure to allow re-use of the engine nacelle rear mount fittings. Re- use of the old fittings relied on the existing holes aligning closely with the bushes in the new inner lower booms.
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Boeing Boeing was filmed from April 8 to June 30, 1965. As Curtis and Lewis both wanted top billing, their names at the beginning of the film spin around in a circle with an airplane nacelle behind them.Private Screenings: Tony Curtis. Turner Classic Movies, 19 Jan 1999.
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Reducing the compression ratio to 6.2:1 at a maximum rpm of 2,000 and replacing the Elektron with aluminium alloy, the 18S was available with or without the Farman reduction gear, but was not a success, only powering the Ford 14A in the pylon mounted central nacelle.
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Podded engines on a Boeing 707. A podded engine is a jet engine in a pod, typically attached below the wing or to the tail of the aircraft. The pod itself is called a nacelle. Placing engines on the wing provides beneficial wing bending relief in flight.
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The cabin was located in the central fuselage nacelle and accommodated two persons side-by-side. The entire canopy hinged forward to assist access to the small cabin. The second prototype was fitted with attachment points for auxiliary wingtip fuel tanks. The Minijets were stressed for aerobatics.
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The fixed conventional undercarriage had pairs of mainwheels mounted under each outer engine and a tailskid on each boom. It also had a substantial nosewheel, mounted on the nacelle, to protect the L.I from damaging noseovers. Three L.Is were built but the type was not used operationally.
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Its nacelle is wide. Most efficiency increase comes from the better propulsion efficiency of the higher-bypass-ratio fan. The bypass ratio is planned for 10:1. The fan diameter is . It has only 16 blades, whereas the GE90 has 22 and the GEnx has 18.
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It's a Heinkel: the Luftwaffe's workhorse Heinkel 111 bomber rwebs.net, The Dispatch. Volume 12, Number 4, Winter 1996. Retrieved: 6 September 2009 in a "power plant" nacelle of a type originally developed by Rolls-Royce for the Beaufighter II and later used on the Avro Lancaster.
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StraightLine HDD, a leading directional drill tooling manufacturer, has a . manufacturing plant in Hutchinson. In May 2009, Siemens announced it would open its American wind turbine nacelle assembly facility in Hutchinson. The facility was expected to begin producing in 2010 and to create 400 jobs in Hutchinson.
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The crew and pusher engine shared a central nacelle, and the twin booms carried the tail and the four-wheeled landing gear. The observer sat at the nose and was armed with a machine-gun.van Wyngarden, G (2006). Early German Aces of World War I, Osprey Publishing Ltd.
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The Vestas V90-2MW is a three-bladed upwind horizontal-axis wind turbine designed and manufactured by Vestas with versions for wind classes IIA and IIIA.Product page at vestas.com: The V90-2MW has a tubular steel tower between and height. The nacelle is long, wide, and high once installed.
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The aircraft which Hoffman designed during his absence from Arup was of similar tailless semi-circular "heel wing" configuration to the Arup designs. It is sometimes mistakenly described as a flying wing, but in fact it has a pronounced fuselage nacelle protruding above and forward of the wing.
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Pilots of the earliest Caudron aircraft, the Caudron Type A, sat unprotected on the wing. One Type A placed the tractor engine and pilot within a short, unskinned nacelle frame, mounted above the lower wing and the Type Abis introduced a similar but enclosed nacelle with an open cockpit. This became the standard arrangement on Caudron's twin-boom biplanes from the Type B to the Caudron Type F and, with minor modification, through to the widely used World War I Caudron G.3. In its original form, the Type B was an equal span, wire braced two bay biplane, though the inner bay was only about half the width of the outer.
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In 1930 Teichfuss produced the LT.10, a strengthened but otherwise little changed version of the much imitated Zögling. His 1940 Allievo Pavullo was a strengthened Zögling with a plywood skinned nacelle in place of the original exposed, girder supported seat. This nacelle contained the open cockpit, placed just ahead of the wing leading edge and extended up to the wing behind the cockpit and rearwards to enclose the forward cross members of the simple girder fuselage. As on the Zögling these cross members ran in the vertical plane between a horizontal upper beam and a lower beam which sloped upwards to the tail, though their angles were altered so as not to be normal to the top girder.
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GE Aviation and Safran announced an agreement on a new nacelle joint venture on July 15, 2008 at the Farnborough Airshow in Farnborough, England. Nexcelle was announced as the name of the new company on September 21, 2009. On June 14, 2009, the appointment of Steve Walters as Nexcelle president was announced at the Paris Air Show. Walters had worked in various engineering and leadership roles, with the majority of his career at GE – including two of his most recent roles as director of Business Operations for the CFM56 engine program and the airfoils business Quality and Compliance leader for GE Aviation. Also at the 2009 Paris Air Show, Nexcelle's cooperative nacelle systems agreement with CFM International was detailed.
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In the event of change in wind direction the fantail would rotate thus transmitting its mechanical power through a gearbox (and via a gear-rim-to-pinion mesh) to the tower of the windmill. The effect of the aforementioned transmission was the rotation of the nacelle towards the direction of the wind, where the fantail would not face the wind thus stop turning (i.e. the nacelle would stop to its new position).Wind Power Plants, R. Gasch and J. Twele, Solarpraxis, The modern yaw drives, even though electronically controlled and equipped with large electric motors and planetary gearboxes have great similarities to the old windmill concept. They still use a means of mechanical energy “production” (i.e.
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In this form many tests were carried out, including the fitting of a Maxim machine gun, and seaplane trials, it being fitted with a single central float. At this point the F.E.2 was powered by a 70 hp (52 kW) Gnome.Bruce (Flight 1952) says a 50 hp Gnome In 1913 the F.E.2 design was once more heavily reworked with a new and streamlined nacelle, upper wing panels which extended the span to 42 ft (12.08 m) and a revised tail with a smaller rudder and tailplane lifted to the top longerons. The nacelle was by now deeper and more spacious, while the mainplanes were identical to those of the B.E.2a.
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In addition to Siva and Masdar, the Finnish investment fund Suomen Teollisuussijoitus (Finnish Industry Investment) has a stake in WinWinD. The 3MW wind turbine has a medium speed drive train. The nacelle design is similar to Multibrid 5MW wind turbine. WinWinD has assembly factories in Hamina, Finland, and Chennai, India.
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Islam et al, A review of offshore wind turbine nacelle: Technical challenges, and research and developmental trends. In: Renewable and Sustainable Energy Reviews 33, (2014), 161–176, First commercial turbines are expected to be installed approximately in 2020.Supraleitende Generatoren: industrielle Fertigung ab 2020. In: Energie und Technik, 12 May 2015.
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The Su-9 was the first Soviet aircraft to use hydraulic-powered controls.Gordon, pp. 116, 119–20 A Soviet copy of the Junkers Jumo 004B turbojet, known as the RD-10, was hung under each wing in a streamlined nacelle. The aircraft had a tricycle undercarriage that retracted into the fuselage.
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Mitani's departure left Ito's command plane exposed, and O'Hare opened up on it. O'Hare's concentrated fire caused the plane's port engine nacelle to break free of the wing. The resulting explosion was so violent that the 1st Chûtai pilots were convinced that an AA burst had struck their commander's plane.Lundstrom, p.
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The engine nacelle was extended to carry a rear-facing machine gun, while other guns were mounted in the centre fuselage and nose. All were 7.7 mm (.303 in) Breda-SAFAT machine guns. Bombs up to 640 kg/1,410 lb (4 × 160 kg/350 lb) were carried under the wings.
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Another example are bearings in wind turbines, which makes maintenance difficult since the nacelle is placed high up in the air in strong wind areas. In addition, the turbine does not always run and is subjected to different operating behavior in different weather conditions, which makes proper lubrication a challenge.
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Two seconds later, the missile exploded. Film review confirmed that the hold-down pin on the right launcher arm failed to retract at liftoff and was jerked from the missile. The resultant force caused a four-inch gap in the B-2 nacelle structure which also damaged low-pressure helium lines.
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For instance, the valves were powered by dual overhead cams driven by power shafts at the rear of the engine. Exhaust ports were arranged to exit toward the middle of the engine, one cylinder bank being the mirror of the other, allowing the piping to be ganged below the engine nacelle.
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On jet aircraft where the engines are mounted in nacelles slung under the wings, strakes may be added to one or both sides of each nacelle to produce vortices that energize the airflow over the wings in times of high angle of attack, such as during takeoff and landing, thus improving wing effectiveness.
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The Delphin I was developed in 1920. It was an all-metal single-engine high-wing monoplane flying boat. It had an enclosed cabin for four-passengers with the wing mounted above, and the nacelle-mounted engine above that. It was powered by a 138 kW (185 hp) BMW IIIa inline engine.
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Around 30 people are visible, and about 10 are around the rear nacelle. One man is walking briskly towards the camera. In the background are two large hangars, of unequal size. On 16 May 1929, on the first night of its second trip to the US, Graf Zeppelin lost four of its engines.
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Wooden skids under the tail and fuselage nacelle comprised the undercarriage. In Salamandra 53 there was introduced a bigger horizontal stabilizer, next retrofitted to earlier versions. The most notable feat by a W.W.S. 1 Salamandra, in Poland, was an 11hr 15min flight by Buraka, between Brasław and Wilno, on 22 Aug 1938.
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Developed from a mix of the Maurice Farman designed MF.11 and the Henry Farman designed HF.22, the F.40 (popularly dubbed the Horace Farman) had an overall smoother crew nacelle. An open tail boom truss supported a horizontal tailplane and a curved fin. The aircraft went into production in 1915.
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The B-2 was a large fabric-covered biplane aircraft. Its two engines sat in nacelles between the wings, flanking the fuselage. It had a twin set of rudders on a twin tail, a configuration which was becoming obsolete by that time. At the rear of each nacelle was a gunner position.
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Wing area was . There was no stagger, so the two sets of parallel interplane struts were parallel and vertical. The rear spar was ahead of mid-chord, leaving the ribs in the rear part of the wing flexible and allowing roll control by wing warping. The nacelle was a simple, flat sided structure.
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The front elevator was mounted on booms, as on the original aircraft. Production aircraft differed in having the front elevator mounted on an upswept outrigger on the front of the nacelle. Additionally, the outer panels of the upper wing had a swept back leading edge, and were rigged with a slight dihedral.
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The humidity and temperature is controlled by air conditioning the sealed nacelle. Sustained high-speed operation and generation also increases wear, maintenance and repair requirements proportionally. The cost of the turbine represents just one third to one halfLindvig, Kaj. The installation and servicing of offshore wind farms p6 A2SEA, 16 September 2010.
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Ailerons were fitted to both upper and lower planes, projecting behind the upper trailing edge and externally rod connected. On each side a square section tailboom or fuselage was joined to the wing structure between the innermost interplane struts and the central nacelle by more complicated bracing. A tractor Maybach Mb.IV six cylinder water cooled inline engine was mounted in the nose of each boom and there was a gunner's position in the boom just aft of the wing trailing edge, equipped with a Parabellum MG14 calibre machine gun. The L.I was flown from a cockpit in the short central nacelle, which had a third Maybach engine in pusher configuration at the rear and another Parabellum equipped gunner's position in its nose.
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The nose of the aircraft was easily removable to give access to the rear of the instrument panel. 'Flight 20 May 1937 Behind the pilot was a small baggage hold, externally accessed and the 40 hp (30 kW) Praga B2 two-cylinder engine was at the rear of the nacelle, driving a two- bladed pusher propeller with its boss only just below the upper wing. Two horizontal steel booms converged from that wing, just inboard of the interplane struts to the tips of the tailplane. Three more beams spread out from the base of the nacelle upwards, the outer pair joining those from the upper wing forming the tailplane extremities and the central one supporting the rudder and inner tailplane.
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NUAA unmanned flying wing is an UAV in flying wing configuration, and it made its public debut in 2011 AVIC Industrial Cup competition of UAV designs held in Beijing. NUAA flying wing looks very similar to another completely unrelated Chinese unmanned flying wing, AVIC 601-S Wind Blade because both are intended to explore technologies of flying wing, and both are transitional designs in that in comparison to more primitive designs that still retain tailplanes, these design have tailplanes eliminated. However, these designs are not advanced enough to completely eliminate vertical control surfaces, so they utilize winglets to assist flight control. Propulsion of NUAA flying wing is housed in a nacelle atop of the fuselage and the nacelle is integrated smoothly into the fuselage.
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The trio of exhaust header sets would have been most likely present at the bottom of an engine nacelle, and on the upper quarters to either side (appearing like the exhausts for many Allied "upright" V-style aviation engines) for the shortest possible exhaust outlet routing. The four-cylinder-long multibank design resulted in a shorter engine than the Jumo 211, by roughly 80 cm/31 in,Comparison of Ju 88A and Ju 288 with Jumo 211 and 222 engines but larger cross-section nacelle design. Like the Ju 88, it could use an annular radiator to cool the 222's cylinders and motor oil. The Junkers Ju 288 intended to hide the radiators behind hollow ducted spinners with each of its four-blade propellers.
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The 50 kg (110 lb) thrust Tsander OR-2 engines were to have been mounted either side of the central nacelle in small over-wing fairings, with large liquid-oxygen and gasoline tanks mounted forward of the engines' combustion chambers. The rocket engines were successfully bench run in , but were never installed in the aircraft.
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Cockpit ;An-24 : Original design and prototypes. Twin-engined 44-seat transport aircraft. ;An-24A : (first use) Airliner project powered by Kuznetsov NK-4 turboprops, discontinued when the NK-4 was cancelled. ;An-24A : (second use) Production 50-seat airliners built at Kiev with the APU exhaust moved to the tip of the starboard nacelle.
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The upper overhang was supported by parallel, outward leaning struts from the bases of the outer interplane struts. Many later Caudron designs were similarly braced sesquiplanes. The nacelle was a simple, flat sided structure with the Gnome Omega rotary engine in the front. A Anzani 6-cylinder radial engine may also have been fitted.
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A pneumatically-sprung skid under the nacelle provided the JN 2's landing gear. At the wingtips endplate fins carried balanced rudders. Together these vertical surfaces had an elliptical profile, cropped and reinforced below the wing to protect it on the ground. The rudders could be used conventionally in unison or in opposition as airbrakes.
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CFM International. Retrieved 12 May 2010. Snecma was also responsible for the initial airframe integration engineering, mostly involving the nacelle design, and was initially responsible for the gearbox, but shifted that work to GE when it became apparent that it would be more efficient for GE to assemble that component along with their other parts.Yaffee, Michael (1975).
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The aircraft was powered by a single water-cooled Chenu inline engine mounted in the nose of the nacelle, connected to a long shaft running under the cockpit which drove the propeller using a chain drive. The gun was to fire through the cooling intake for the engine.Hare 1990, p. 219.Mason 1992, pp. 14–15.
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Where most aircraft the engines are below the wings or attached to the rear fuselage, Fujino's idea was to locating the engine nacelle over the wing. The OTWEM design improves performance and fuel efficiency by reducing aerodynamic drag. It also reduces cabin sound, minimizes ground detected noise, and allows room for passengers, luggage, as well as a private lavatory.
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Nacelles can be made fully or partially detachable for holding expendable resources such as fuel and armaments. Nacelles may be used to house equipment that is too large to fit into the fuselage, for example the Radome on the Boeing E-3 Sentry. The Boeing E-3 Sentry uses a nacelle to house its large Radome.
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Nexcelle's contribution to LEAP-1C on the C919 includes an innovative nacelle design that is produced with a significant percentage of composites, and which incorporates advanced acoustic treatment. It also is to be equipped with an Electrical Thrust Reverser Actuation System (ETRAS). The Nexcelle PANACHE thrust reverser demonstrator is deployed during testing at GE Aviation's Peebles, Ohio facility.
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Two disc-type indicators are flush mounted under the left engine. If the yellow disc is ruptured, either or both containers have been discharged into the engine nacelle. If the red disc is ruptured, either or both the containers have been discharged overboard as a result of an overheat condition causing excessive pressure within the containers.
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A further 30 aircraft were ordered from Robey & Co. Ltd. of Lincoln in early 1915, these being fitted with a modified nacelle, with the pilot sitting in the forward cockpit rather than the gunner, and fitted for bombing. Only 17 of these aircraft were completed, with the remaining 13 delivered as spare parts.Bruce 1968, pp. 110–111.
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Next-Generation engines are not only more fuel-efficient but also tend to be quieter with Pratt & Whitney's PurePower PW1000G fitted to the Bombardier CSeries aircraft being 4 times quieter than aircraft currently in service. Engines can also incorporate serrated edges or 'chevrons' on the back of the nacelle to reduce noise impact as shown in this picture.
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An Armagnac, S.O. 2060, ended its days as an engine test-bed, alternately fitted with turbojet engines fitted in a nacelle below the fuselage. It was tested with two Snecma Atar 101 turbojets each engine having a different system of afterburner. The Snecma Vulcain was also tested in a similar manner.Green and Pollinger 1955, p. 175.
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The fire intensified and the crew could see that fire was coming out from the engine nacelle. The crew then conducted emergency checklist and configured the aircraft for landing. At 07:23, the crew stated that the fire in the left wing had died out. However, less than four minutes later, they announced that the fire had started again.
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Theoretically, the cannon could be slewed, aimed and fired at an oblique angle but flight tests and operational evaluation, disproved the theory: the type proved troublesome and except for initial flight testing in 1937, where full armament was carried, the nacelle cannon armament and the accompanying gunner–loaders were eliminated in the final development aircraft.Norton 2008, p. 123.
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The tail section and control surfaces were to be made of fabric-covered wood. A shallow indent on the underside allowed for carriage of a semi-recessed bomb load. The lightly tapered, unswept wing was mounted low on the fuselage and its inner section housed the retractable main undercarriage. A large nacelle was mounted on each wing tip.
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It has one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. The Osprey is a multi-mission aircraft with both a vertical takeoff and landing (VTOL) and short takeoff and landing capability (STOL). It is designed to perform missions like a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
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The 1910 Type de Course was designed by Gabriel Voisin as a racing aircraft to take part in the many competitions being held at the time. A development of his highly successful 1907 biplane, it was a two-seater two-bay pusher configuration biplane with an elevator (aircraft) mounted on the upcurved front of the nacelle and rear-mounted empennage carried on two pairs of booms carrying the tail surfaces. The first aircraft flown, built for Henri Rougier, had a single rudder above the stabiliser and a fixed fin below: some later examples differed slightly. The structure made extensive use of metal: the nacelle was constructed of circular and elliptical section nickel-steel tubing, the interplane struts were steel and the wings had steel spars and wooden ribs.
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Picture of a B-47E. Clearly visible are the four engine nacelles with the six engines, which were to be replaced by four uniform nacelles and engines The B-47 was equipped with six General Electric J47 turbojets, each rated at thrust. The engines were mounted in four nacelles slung from the high wing, with two engines in the inboard pod and one engine in the outboard nacelle. To reduce complexity and increase commonality, it was proposed that a higher-rated engine be selected such that one engine could be mounted in each nacelle. The Allison J35 turbojet engine was being developed during the late 1940s, and it was provisionally rated at or with afterburner. Thus 4 × 8500 lbf = using that engine, as compared to 6 × 5,200 lbf = in the production B-47.
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The moped is very common in Scandinavia where its leading competitor was the Honda MT50 and can be ridden on a CBT at 16 in the UK. An "LC" (liquid-cooled) model was released to the US and Europe, featuring a liquid-cooled 49cc engine, a taller fuel tank and a different headlight nacelle with a rectangular air vent beneath the headlamp. Intake was by means of either a Mikuni vm18 smoothbore flatslide or a TK carburettor and the exhaust was expansion chamber type with interchangeable addons (BigOne and DEP manufactured an improved system), There was also a Paris Dakar style bodykit available which featured a wraparound fairing incorporating a stationary headlamp nacelle, different side panels, sump guard and a tank cover, these were originally only available in white with red decals.
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Instead of a wheel leg under each engine nacelle, two-wheel legs were attached to the main spar at each nacelle, the outboard legs retracting upward and outward into shallow wing wells and the inboard legs swinging upward and inward into similar wells in the wing roots, with all units enclosed by flush fitting wheel and strut doors, which almost met under each engine nacelle when fully extended. During the retraction cycle, the forward-oriented lever-action lower gear strut sections, on which the wheels were mounted onto their axles, pivoted during the retraction cycle to a 90° angle from 120° when fully extended to the main gear leg, to be able to fit into the wheel wells.Animation of He 177 A main gear retraction cycle A conventional rearwards-retracting single-leg twin wheel arrangement for each main gear, with a design heavily influenced by the He 219's similar-design main gear components, was used on the two prototypes built (one during the war, one post-war) of the He 274 in France. Drawings were made for a tricycle gear arrangement for the Amerika Bomber entry version of the proposed He 277 by February 1943, which was also depicted with single main gear struts with twin wheels.
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N824PH was dedicated as the "Great Cities of Pullman/Moscow" on one side and the "Great Cities of Moscow/Pullman" on the other side. N363PH (Q200) was the first airplane to incorporate the "deep bing cherry red" on the underside of the engine nacelle. This became the standard for Horizon's brand livery as well as the current Alaska Airlines livery.
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This prototype proved very successful. Production aircraft were designated R-07 with the name Vöcsök if the pilot's seat was enclosed within a nacelle as it had been on the EMESE-B. R-07s with the seat completely exposed had the name Tücsök. This naming convention was maintained through the R-06 Csóvöcsök, a later, one-off tube (csó) steel fuselage version.
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It had three-bay, narrow chord wings, with the streamlined nacelle housing the upper gunner who was armed with a Lewis gun built around the centre section of the upper wing.Bruce 1968, p. 140. Ailerons were fitted to all wings, with air brakes fitted to the lower wing. The deep fuselage housed the pilot and a second gunner to guard the aircraft's tail.
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In the alternate future depicted in the TNG series finale "All Good Things...", the Enterprise-D is intact in 2395. The personal flagship of Admiral William Riker, the ship has undergone major refits, including the addition of a third warp nacelle, new weapons, and a cloaking device. This future timeline arises from a temporal anomaly that Picard, with Q's help, manages to eliminate.
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A further development of the F.B.5, the Vickers F.B.9, had a more streamlined nacelle and an improved ring mounting (either Vickers or Scarff) for the Lewis gun. Fifty were delivered to Royal Flying Corps training units. A few served in some F.E.2b squadrons while they were waiting for their new aircraft between late 1915 and early 1916.
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The fuselage and the wings were all-metal, to achieve the best performance regardless of cost. The central nacelle held the crew of two, and the wings and tail were similar to the SM.88. Fuel capacity was 1,600 l, but with auxiliary tanks could be raised to 1,800 l. It is unknown if it was capable of a range of .
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When an unstart occurred on the SR-71 very large drag from the unstarted nacelle caused extreme rolling/yawing. The aircraft had an automatic restart procedure which balanced the drag by unstarting the other intake. This intake had its own tremendous drag with the spike fully forward to capture the shock wave in front of the intake."Flying the SR-71 Blackbird" Col.
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To test the asymmetric pilot's position, one wing tip of a Blohm & Voss BV 141 was fitted with an experimental nacelle. Pilots found it sufficiently intuitive to use, although it was not fitted with flight controls. The propulsion system was also unconventional. The propeller was contra-rotating and driven by two coupled engines located in the fuselage immediately behind it.
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She accepts Crenshaw's case. Crenshaw is unaware that the man who followed him and searched is apartment was actually Bill Reardon himself, since he thinks Crenshaw is the thief. That afternoon, Bill Reardon has lunch with the attractive Mrs. Nacelle (Margaret Lindsay), who informs him that her husband took over the jewelry store from Mr. Davis because he owed her husband money. Mrs.
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When the Explorer came back for restoration, it was those panels which had been heated which survived the years as clear as when new. However, through some abuse during disassembly, they were destroyed. It was a low-wing metal monoplane with twin booms and a central nacelle for the pilot and camera equipment. The pod's nose section was extensively glazed in Plexiglas.
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NACA Report The P-38 was the first 400 mph fighter, and it suffered more than the usual teething troubles.Bodie, Warren M. The Lockheed P-38 Lightning: The Definitive Story of Lockheed's P-38 Fighter. Hayesville, North Carolina: Widewing Publications, 2001, 1991. . It had a thick, high-lift wing, distinctive twin booms and a single, central nacelle containing the cockpit and armament.
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A single Mb.IV straight-six engine replaced the paired units of the R.IV in the nose. Additional defensive firepower was fitted in the form of the Schwalbennest (swallows nest), a nacelle on the centre-line of the upper mainplane leading edge housing a gunner with a single machine-gun. Serialled R 13/15 the R.V saw service on the western front. One built.
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Sectioned accessory drive on top of a Rolls-Royce Pegasus The packaging of an engine within its nacelle is a complicated task. The accessory drive is usually arranged as a curved casing, so that the various accessories are mounted close to the engine. The casing is a pair of light alloy castings. Separate machined mounting pads are provided for each accessory.
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On 20 April 1962, Norton launched the 745cc Norton Atlas as its main export model. The Model 99SS was developed from the Norton Manxman 650, as were the 650SS and Atlas. It had twin Amal Monobloc carburettors with the intakes angled downwards. Twin exhausts replaced the 99SS two-into-one and the headlight nacelle was replaced with a separately mounted speedometer and tachometer.
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Brothers Leo and Vivian Walsh built a Howard Wright biplane in 1910 and flew it on 5 February 1911. In August 1911, the aircraft crashed but it was later rebuilt by the brothers and converted into an entirely new aircraft, with a streamlined nacelle positioned between the wings, which had a swept outer bay, while the canard was replaced by a conventional tailplane.
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The second engine was moved to the rear of a nacelle, driving a pusher propeller, offset to a lesser degree to starboard, to compensate for differing drag characteristics, the forward end of the nacelle housed a cockpit for a gunner armed with a flexible machine-gun that extended forward of the tractor propeller in the port fuselage. Flight tests commenced in the summer of 1918, with the only major problem being buffeting of the tail unit, but were interrupted when the aircraft nosed over, repairs were not carried out to the first prototype. The buffeting of the tailunit was to have been alleviated by fitting an asymmetric tailplane, offset to port, on the second prototype which was not completed before the Armistice. The second prototype is reputed to have been destroyed before it could be requisitioned by the Inter-Allied Control Commission.
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Retrieved August 30, 2009. The CFM56-7B Evolution nacelle began testing in August 2009 to be used on the new 737 PIP (Performance Improvement Package) due to enter service mid-2011. This new improvement is said to shave at least 1% off the overall drag and have some weight benefits. Overall, it is claimed to have a 2% improvement on fuel burn on longer stages.
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Each engine nacelle included a fire extinguishing system that could be set to an automatic operation mode. The AI-24 turboprop engines featured wide gas dynamic stability margin at all power conditions, altitudes and flight speeds. The most notable feature of the engine was in its operational reliability. The main advantages of the engine were simple design, high reliability, long service life and easy maintainability.
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A miswired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering in the air, causing it to bounce and catch fire on 11 June 1991. The pilot, Grady Wilson, suspected that he may have accidentally set the throttle lever the opposite direction to that intended, exacerbating the crash if not causing it.Whittle 2010, pp. 200–202.
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Their bodies were found unburned from the main wreckage. The tail of the aircraft broke away from the fuselage and fell to the ground about from the main wreckage. The outer section of the left wing, outboard of the engine nacelle, was found about ¾ mile (1.2 km) from the main wreckage. Apart from the fracture surfaces on the inboard ends of the spars it was almost undamaged.
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The nacelle lengthened the Vöcsök by . At the rear there was a narrow fin mounting a deep, fabric-covered balanced rudder with a trapezoidal profile. A roughly triangular tailplane was mounted on the top of the fuselage and forward of the rudder post. It was fabric-covered apart from a ply leading edge and carried constant chord elevators separated by a small nick for rudder movement.
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The prototype, which became known as the Seagull Mk I, was modified from an existing Supermarine Seal II in 1921. Only one aircraft was built. A Napier Lion II engine was fitted and there were modifications made to the nacelle. Produced from 1922, the production aircraft, the Seagull Mk II, had a Napier Lion III engine, and these were supplied to the Air Ministry and Royal Navy.
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The nacelle outer mold line will be kept to maintain the BAe 146 airworthiness approval. A Siemens DC/AC converter power electronics will feed the SP2000 liquid cooled motor, eight times more powerful than the Extra 330E's Siemens SP260D, the most powerful motor flying now with for 50 kg (110 lb). The electric machines should attain a 10-times-higher power-to-weight ratio.
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The primary design issue with any aircraft-mounted nacelle is aerodynamics. Nacelles attached to monoplane wings are almost always mounted underneath, as this is the "high pressure" side of an aircraft wing. This means that the airflow is slower and thus less sensitive to obstructions than the upper "low pressure" side. To keep Form drag as low as possible, nacelles are usually mounted on slender pylons.
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Fairings at the top of a lift nacelle in the open position During February 1962, the formal launch of the Do 31 programme occurred with the issuing of a development contract from the West German government.Dow 2009, p. 233. By the start of 1964, Dornier had started building a pair of prototype aircraft; their manufacture was largely performed at the company's Oberpfaffenhofen plant.Hoffert, Fritz.
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The La-17 was designed by the Lavochkin design bureau, with work beginning in 1950. Flight tests began in 1953, with prototype drones carried on a Tupolev Tu-4 four-engine bomber. La-17 production began in 1956. The La-17 was a jet drone of all-metal construction, with straight flight surfaces, and a jet engine carried in a nacelle under the fuselage.
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The tail surfaces, with had a single vertical fin, were carried on twin tailbooms extending from the rear of the engine nacelles, with a third, lower, tailboom from the rear of the fuselage nacelle. It had a conventional landing gear with twin, tandem mainwheels and a tailskid. An early form of autopilot, the Sperry stabilizer, was fitted to improve stability for bombing.Bruce 1982, p. 205.
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Its track was determined by the separation of the outer engines, as each vertical, shock absorbing oleo strut was fixed to the second wing spar within the nacelle. Instead of an axle each wheel hub was mounted on a near-horizontal V-strut, hinged on the lower fuselage longeron. The wheels had hydraulic brakes. At the rear there was an oleo-damped, steerable tailskid.
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Both fresh and waste water could be moved forward and aft to control trim. One of the engine nacelles, preserved in alt=A dilapidated egg-shaped streamlined nacelle on display in a museum. The pointed end is towards the camera and has a large adjustable rectangular vent. The airship usually took off vertically using static lift (buoyancy), then started the engines in the air, adding aerodynamic lift.
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Its engine mountings and square-sided nacelles were constructed from spruce and plywood. Under the wings, a pair of near-parallel struts on each side braced the bottom corner of the nacelle to the lower fuselage. The nacelles extended rearwards just beyond the wing trailing edge, where each housed a gunner with a flexibly-mounted machine gun. A corridor within the wing allowed access from the fuselage.
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The B-117 had a slightly tapered tailplane mounted a little above the fuselage and carrying unbalanced elevators. The twin broad-chord balanced rudders were on small fins, mounted close together over the fuselage sides. It had a conventional, fixed, tailskid undercarriage. Under each engine there was a pair of mainwheels on a single axle mounted on two vertical V-struts from the nacelle.
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This allowed the aircraft to have smaller engine nacelle housings. The nacelles were not downsized on the prototypes.Miller 2005, p. 23.Sweetman 1991, pp. 23, 43. The first YF-23 (serial number 87-0800), Prototype Air Vehicle 1 (PAV-1), was rolled out on 22 June 1990;"YF-23 roll out marks ATF debut." Flight International, 27 June – 3 July 1990. p. 5. Retrieved 24 June 2011.
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Within the programme, a passive ice protection system will be tested on an engine inlet and nacelle mockup in an icing wind tunnel at :de:Rail Tec Arsenal in Austria by early 2020, using capillary forces generated by vaporisation in a metallic porous "wick" in an evaporator to provide heat transfer with no moving parts to a condenser, like in space applications, reducing weight and energy requirements.
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The D7 Super was introduced for 1959, had a similar 175cc engine to the D5 but had an entirely new swinging arm frame and hydraulically damped forks which incorporated a nacelle mounted headlamp. The D7 continued in production until 1966 with at least 3 different styles of tank and alterations to the Wipac powered electrical system including a change to battery powered external coil ignition.
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The wing center section, which was continuous through the fuselage nacelle, was to be revised to increase the size of the proposed bomb bay. Following these changes, the aircraft was to be assigned the company designation D-5. After only a few test flights, the sole aircraft was abandoned and further development of the subsequent F-11 proceeded at Culver City.Barton 1982, p. 15.
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The new wing features single-slotted outboard flaps and double-slotted inboard flaps. The 747-8 has two GEnx turbofans under each wing, in a nacelle with chevrons Raked wingtips, similar to the ones used on the 777-200LR, 777-300ER, and 787 aircraft, are used on the new 747 variant instead of winglets used on the .Thomas, Geoffrey. "A Timely Stretch". Air Transport World, December 2005.
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Avro 529 Avro 529A, showing low set nacelles of the BHP engines Avro 529A The second machine, designated the Avro 529A, had a pair 230 hp (170 kW) BHP in-line water-cooled engines, cowled and mounted in nacelles on the lower wing. These drove wooden, two-bladed airscrews. In this aircraft fuel was held in a pair of 60 gal (273 L), one in each nacelle.
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Its seafaring qualities were poor and the aircraft was susceptible to bad weather conditions. The fuselage would often break up in rough seas. Another problem was the engine nacelle: if the aircraft landed heavily the propeller could crash down into the cockpit. The aircraft was used in the reconnaissance role thanks to its long endurance, but it was very vulnerable to enemy fighters or even bombers.
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The inboard propellers' pitch could be reversed to shorten the landing roll or to roll back in ground maneuvers. The first XB-32 was armed with eight machine guns in dorsal and ventral turrets, and an odd combination of two .50 caliber and one cannon in each outboard engine nacelle firing rearwards, plus two .50 caliber machine guns in the wings outboard of the propellers.
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N.A.G. six-cylinder German-designed > and British-built engine, the radiators being fitted to the inter-plane > struts on each side of the nacelle. The construction was of wood and fabric, > and the wings were equipped with ailerons. The float structure was > redesigned while the H.L.1 was being completed, and the machine was test- > flown by E. C. Gordon England. Span. 60 ft.
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THE EXHIBITS. Hamble River (Hamble > River, Luke and Co.). (68.) On the stand of the Hamble River, Luke and Co. > will be shown a seaplane which, whilst following standard lines as regards > its general arrangement, is interesting from the point of view of > construction. The nacelle, as will be seen from the accompanying sketch, is > of cigar shape, and carries at its rear end a 150 h.p.
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The seats are arranged tandem > fashion, and the pilot controls the machine by means of a single vertical > lever and a pivoted foot-bar. In the rear of the nacelle is mounted the > engine, a 150 h.p. British N.A.G., which drives directly a Normale > propeller. The tail unit is carried on an outrigger consisting of four tail > booms of spruce connected by struts of the same material.
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The FF.27 was a two- seat floatplane of mixed construction which had a single NAG 6-cyl 135hp piston engine mounted in the center nacelle. The tail empennage extended out from the fuselage via twin metal booms and the FF.27 had of pair of floats mounted under the center wing section.Herris, J, 2016. Friedrichshafen Aircraft of WWI: A Centennial Perspective on Great War Airplanes.
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At least one Type F had an uncowled Anzani 10-cylinder radial engine. The cockpit's forward rim was raised up, making it more enclosed and better defined; similar protection had been introduced on the Type D2 and Type E. As before, the nacelle was supported above the lower wing on two more pairs of interplane struts; these were enclosed by the nacelle, as on the Type D. The empennage of the type F was supported on a pair of girders arranged parallel to one another in plan. The upper girder members were attached to the upper wing spars at the tops of the innermost interplane struts and the lower ones ran under the lower wing, mounted on inverted W-form struts from the bottom of the inner interplane pairs. These lower members, which supported the aircraft on the ground as skids, each carried twin, rubber sprung landing wheels.
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Viewed from below, showing moderate wing sweep with a straight trailing edge and exposed wheels. The PC-24 is the company's first jet-powered aircraft. Several competing business aircraft were identified early on, including Embraer's Phenom 300 and Cessna's Citation CJ4. It is a low-wing cantilever cabin monoplane powered by two Williams FJ44-4A turbofans, each mounted in a nacelle on the side of the rear fuselage.
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After the relative success of Cheranovsky's first tailless gliders, the BICh-1 and BICh-2, he continued the tailless theme with the BICh-3. The BICh-3 was built of wood with a parabolic wing having a straight trailing edge. A central nacelle, containing cockpit and engine, was faired into a large and powerful fin and rudder. The undercarriage consisted of a trousered central mono-wheel with wing-tip skids.
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A380 flight tests, blue nacelle at right The first engine test on a static test-bed was made on 14 June 2010. On 18 February 2012, Airbus announced that the Trent XWB had successfully made its maiden flight aboard Airbus’ dedicated Airbus A380 flying test bed. By October, the first engine was expected to enter service in 2014. Certification for the early engine variants was achieved in early 2013.
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1964 B40 Star The first model of the series was the B40 Star, introduced in 1961. The new 350 cc engine had 21 bhp, which gave a cruising speed of 50 - 55 mph and a top speed of 75 mph. The Star had deeply valenced, painted mudguards; metal fork shrouds and the headlamp was fitted in a nacelle. Finish was red with black frame and forks or all black.
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The board was fixed to the wing spars by two pairs of parallel V-form lift struts, the angle between them being unusually small. This arrangement left the pilot completely exposed and a later version placed him in a short nacelle. Both wings and tail were further wire braced, with lift wires from the fuselage and above from a pair of inverted V-struts mounted on the two boom beams.
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The 19th Squadron flew RB-66Bs with a three-man crew to perform day and night photography missions.McAuliffe, p. 181 Squadron markings were a red band on the engine nacelle for the 19th and a blue band for the 42d. Although the 19th and 42d had been flying the Destroyer before joining the 25th, major construction projects were needed to accommodate their modified bombers, since Chambley had previously hosted fighter units.
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The nacelle was extended forward to carry a front-mounted elevator mounted on upswept outriggers, and the empennage, consisting of a high-mounted tailplane and elevator with a pair of rudders mounted below, was carried on wire-braced wooden booms behind the wings. A pair of rectangular-section unstepped floats were mounted below the wing, supplemented by a pair of airbags mounted at the end of each lower tailboom.
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These points were also wire braced from the wing underside. The tailplane, fitted between the end of the horizontal V, had straight edges and constant chord, with rectangular elevators. There was a central triangular fin and rectangular rudder, both extending above and below the tailplane; the rudder worked in a cut-out between the elevators. The Basettino had a hexagonal section, plywood covered nacelle, with curved upper and lower surfaces.
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It enabled a service ceiling of when fully loaded and when lightly loaded. The Do 217's range was a much more impressive , (compared with the other German bomber types). The engines and their supporting struts were positioned well forward of the leading edge allowing plenty of room for the undercarriage and other components. In the upper forward part of the nacelle the de-icing tank was located.
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The R.VII, an incremental improvement on the almost identical Zeppelin-Staaken R.IV, had two engine pods, each with tandem pusher engines, large enough for some inflight maintenance by flight mechanics housed in cockpits forward of the nacelle engines, driving the large pusher propellers through clutches, gearboxes, and shafts. A further two engines were mounted in the nose of the fuselage, driving a single tractor propeller in a similar fashion.
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This was also the first O/100 to be fitted with Eagle engines. After completing acceptance trials, 1456 and 1457 were retained at Manston to form a Handley Page training flight. The first prototype was rebuilt to production standard and 1458 was used to test a new nacelle design, which was un-armoured, had an enlarged fuel tank and a shorter fairing obviating the need for the tip to fold.
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The new nacelle design was used on all aircraft built after the initial batch of twelve. From 1461, an additional fuel tank was fitted in the fuselage above the bomb floor. A total of 46 O/100s were built before being superseded by the Type O/400.Bowyer 1992, p.201. The most significant difference between the two types was the use of Eagle VIII engines (£1,622/10/- [£1,622.50] each).
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Schematic representation of the main wind turbine components. The yaw system is located between the wind turbine nacelle and tower. The yaw drive is an important component of the horizontal axis wind turbines' yaw system. To ensure the wind turbine is producing the maximal amount of electric energy at all times, the yaw drive is used to keep the rotor facing into the wind as the wind direction changes.
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The aircraft was powered by an Gnome Lambda engine fitted at the rear of the cockpit nacelle and driving a pusher propeller. The design was started November 1913 but its construction was a low priority for the company and the completed aircraft was not delivered to Brooklands until July 1914. The Gnome engine was requisitioned by the war office and removed from the aircraft before it had a chance to fly.
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But on the filmed miniatures, the 8 1/2 foot (103") miniature had three rudders: one behind each nacelle and on the rear most portion of the skeg (see "The Ghost of Moby Dick"). This functional skeg rudder was only fitted to the 103" miniature and non-operationally inferred on the 51 1/2" miniature and not at all on the 206" version which had a fixed skeg.
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That decision required Fokker Aircraft Corporation of America Chief Engineer Albert Gassner to create a new aircraft. Both the fuselage and the wing were so extensively redesigned that they no longer bore much resemblance to their B.III and Fokker Universal origins. The production F-11A had a high mounted Fokker F.14 wing. The pusher engine nacelle with a 525 horsepower Pratt & Whitney Wasp was strut mounted atop the wing.
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Clustering them in a nacelle offered several advantages over individual nacelles, as it reduced overall drag and minimized interference drag, but had the major operational disadvantage that an uncontained fire in one engine could disable its neighbor as well. Early jet engines were not reliable, so this was a significant risk. Ilyushin chose to put the TR-1 engines ahead and below the wing leading edge on short horizontal pylons.
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To rival the output of a nuclear plant, many wind turbines must be installed together into a large wind farm. About 50 truckloads of concrete totalling some 318 tonnes formed the steel-reinforced tower base. The wind turbine components (blades, hub, nacelle, tower sections) traveled from the Vestas manufacturing plant in Denmark. A barge delivered the components to Oshawa, and trucks hauled them from there to the site.
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A fuselage bomb-bay was added, along with smaller bays in each engine nacelle. The aircraft was initially designated PB-100, but Joseph Stalin was impressed enough with Petlyakov to free him, and his name was permitted to be used in the aircraft's designation. The first aircraft flew on 15 December 1940, rushed through production without a prototype under severe threats from Stalin. Deliveries to combat units began the following spring.
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These were complemented by two inner wing fuel tanks, each containing , located between the wing root and engine nacelle. In the central fuselage were twin fuel tanks mounted between bulkhead number two and three aft of the cockpit.Bowman 2005, p. 22. In the FB.VI, these tanks contained each, while in the B.IV and other unarmed Mosquitos each of the two centre tanks contained .Air Ministry 1943, p. 6.
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The ecoDemonstrator Program followed Boeing's Quiet Technology Demonstrator program, which operated between 2001 and 2005 to develop a quieter engine using chevrons on the rear of the nacelle and exhaust nozzles. These chevrons were later adopted on the 747-8 and 787 Dreamliner aircraft. The ecoDemonstrator Program was formally launched in 2011, in partnership with American Airlines and the FAA. , the ecoDemonstrator program has used three aircraft as testbeds.
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The framework projected forward of the wing and was partly covered in fabric, forming a shallow nacelle to house the pilot. Vertical endplate fins were added between the ends of the biplane wings. In 1908, trials were again made at Blair Atholl, piloted by Lt Lancelot D.L Gibbs. Successful flights in the wholly new and smaller D.3 glider were followed by attempts to fly the D.4.
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Due to the nature of the equipment, the enemy was able to track the aircraft and 101 Squadron suffered the highest casualty rate of any squadron. Fitted from about mid-1943, they remained until the end of the war. ; Tinsel : A microphone installed in the nacelle of one of the engines that allowed the wireless operator to transmit engine noise on the German night fighter control voice frequencies.
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The first of the 301s was lost, the remaining two were used in South Atlantic service until 1939. In 1939 the last remaining 301 was converted to military service, joining the 302s in patrol duties in West Africa. Original Laté 302 aircraft had 930-hp engines, bow, beam, and engine nacelle machine gun ports, and a bomb load of . The aircraft supported a crew of four and included sleeping accommodations.
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The landing- gear was of the conventional-type, with a tailwheel. A single Gnome-Rhône Jupiter 420 hp radial engine was mounted in the nose of the fuselage, while two Gnome-Rhône Titan 230 hp radial engines were in a common nacelle on struts above the fuselage and wing, one of them was tractor, the other one pusher (push-pull configuration). All engines drove two-blade propellers and had no covers.
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A Handlebar fairing, also called headlight fairing or headlamp fairing, is not fixed to the main chassis as with other types of fairings, which do not move. A handlebar fairing complete with screen is like an expanded and extended nacelle. It is attached only to the forks or yokes, encompassing the headlight and instruments, and varying portions of the handlebars, and moves with them as the bars are turned.
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The first example was flown by Rougier on the 13 April 1910. A second aircraft built for René Métrot differed in having monoplane ailerons, two rudders and an uncovered nacelle. Others were built for various customers, differing in the engine fitted: these included the Gnome and the 4-cylinder Gobron. Six were flown at the second Reims Grande Semaine d'Aviation, but without any success in any of the competitions.
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When Croy comes to Mrs. Nacelles mansion to collect the stolen jewels, Mrs. Nacelle tricks him by having him open a safe which is rigged to fire a gun attached to a device inside. Back at the jewelry store, Bill shows the police detectives that Mr. Davis was actually killed by a trick gun which fired from inside the file drawer when it was opened — the same trick Mrs.
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Alfonso, an experienced flier, was philosophical about it. The storm damaged the rear engine nacelle, which had to be repaired in the hangar at Lakehurst. During ground handling of the airship there, it suddenly lifted, causing serious injury to one of the US Marines who was assisting. From Lakehurst it flew over New York City, across the Atlantic on 2 June to Seville, where Alfonso disembarked, then back to Germany.
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Each part was built around a single spar with plywood covering ahead of it, forming a torsion resistant D-box, and fabric covering behind. Control surfaces filled the whole trailing edge, with elevators inboard and ailerons outboard. The cockpit was within a ply-covered nacelle which reached forward from the trailing edge to well ahead of the leading edge. Its glazing provided good sideways, but limited forward, vision.
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However, this nacelle was unfinished and never built into a complete aircraft. It was retained by Garretts until 1976 when it was passed to the RAF Museum. In 1986, the museum began a restoration project and commissioned the construction of replica wings and tail; a Beardmore engine was bought in New Zealand in 1992. The lengthy restoration was finally completed and the aircraft put on display in 2009.
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An Improved S.27 series aeroplane with extended upper wing. An Improved S.27 with nacelle for the pilot and passenger. The S.27 served as the basis of various Shorts aircraft which followed. These differed from the S.27 in having strut- braced extensions to their upper wings, increasing the upper wingspan by , a strengthened wing structure, and a reduced span front elevator without the sections outboard of the booms.
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On 11 October 1802, she filed a patent application on behalf of her husband for: "a device called a parachute, intended to slow the fall of the basket after the balloon bursts. Its vital organs are a cap of cloth supporting the basket and a circle of wood beneath and outside of the parachute and used to hold it open while climbing: it must perform its task at the moment of separation from the balloon, by maintaining a column of air."The patent application of Madam Garnerin un appareil dit parachute, destiné à ralentir la chute de la nacelle d'un ballon après l'explosion de celui-ci. Ses organes essentiels sont une calotté d'étoffe supportant la nacelle et un cercle de bois qui se trouve en dessous et à l'extérieur du parachute et servant à le tenir un peu ouvert lors de l'ascension : il doit faciliter son développement au moment de la séparation avec le ballon, en y maintenant une colonne d'air.
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A BAe 146 flying testbed will have one of its four turbofans replaced by a electric motor, with provisions to replace a second turbofan. Airbus will build the control architecture and integrate the systems, Rolls-Royce will adapt the Siemens motor and the fan to the existing nacelle, bring the turboshaft, generator and power electronics and Siemens the electric motor and its power electronic control unit, the inverter, DC/DC converter and power distribution. High-power propulsion systems are challenged by thermal effects, electric thrust management, altitude and dynamic effects on electric systems and electromagnetic compatibility issues. An inboard Lycoming ALF502 is replaced with a same thrust Citation X/ERJ-145 AE3007 nacelle, but with its core replaced with the electric motor and inverter and the C-130J's AE2100 turboshaft in the rear fuselage with its air inlet behind the wing - both using the V-22 Osprey tilt-rotor's Liberty T406 core.
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While the Caudron G.3 was a reliable reconnaissance aircraft, it could not carry a useful bombload, and owing to its design, was difficult to fit with useful defensive armament. In order to solve these problems, the Caudron G4 was designed as a twin engined development of the G.3, first flying in March 1915. While the G.4 had a similar pod and boom layout to the G.3, it has two Le Rhône rotary or Anzani 10 radial engines mounted on struts between the wings instead of a single similar engine at the front of the crew nacelle, while wingspan was increased and the tailplane had four rudders instead of two. This allowed an observer/gunner position to be fitted in the nose of the nacelle, while the additional power allowed it to carry a bombload of 100 kg. The G.4 was one of the few twin engines aircraft to be able to fly with one engine stopped.
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A common gear-housing connected the front ends of the two crankcases, with the two crankshaft pinions driving a single airscrew shaft gear.Griehl and Dressel 1998, pp. 92–94. The outer sides of each of the component engines' crankcases were connected to the nacelle firewall through forged mountings similar to what would be used for either a single DB 601 or DB 605 engine-powered aircraft installation. When combined with the central space-frame mount designed especially for the "power system" format, this resulted in a Daimler-Benz "coupled" twin-crankcase "power system" having a trio of engine mount structures within its nacelle accommodation. The starboard DB 601 component engine had to be fitted with a mirror-image version of its mechanically driven centrifugal supercharger, drawing air from the starboard side of the engine. Two of the DB 606s, each of which initially developed 2,600 PS (2,564 hp, 1,912 kW) for take-off and weighing some 1,515 kg (3,340 lb) apiece, were to power the He 177.
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At that stage of development, cut-and-try methods were largely used in cowling design. Often a supposed improvement in design resulted in a decrease in performance and cooling. In 1935 NACA mounted a comprehensive investigation of the cowling and cooling problem, the general purpose of which was to furnish data on the physical functioning of the propeller-nacelle-cowling unit under varied flight conditions. The information obtained embodies the detailed principles of operation.
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Unmixed Exhaust Flow refers to turbofan engines (usually, but not exclusively high- bypass) that exhaust cool bypass air separately from their hot core flow. This arrangement is visually distinctive as the outer, wider, bypass section usually ends mid-way along the nacelle and the core protrudes to the rear. With two separate exhaust points, the flow is "unmixed". It was the first to include a "Thrust Management System" to maintain engine trim.
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Flight Global, 8 November 2007. After an investigation, it was determined that a design flaw with the engine air particle separator (EAPS) caused it to jam in flight, causing a shock wave in the hydraulics system and subsequent leaks. Hydraulic fluid leaked into the IR suppressors and was the cause of the nacelle fires. As a result, all Block A V-22 aircraft were placed under flight restrictions until modification kits could be installed.
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The fan diameter was reduced, which reduced the bypass ratio, and the engine accessory gearbox was moved from the bottom of the engine (the 6 o'clock position) to the 9 o'clock position, giving the engine nacelle its distinctive flat-bottomed shape, which is often nicknamed the "hamster pouch". The overall thrust was also reduced, from , mostly due to the reduction in bypass ratio.Epstein, N (1981). "CFM56-3 High By-Pass Technology for Single Aisle Twins".
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The two Reynards that received BGA certificates of airworthiness, BGA 166 and 167 had serial number R.4/5 and R.4/6 respectively BGA 166 was used by the Leeds and later Bradford Gliding Clubs. BGA 167 was used by the Ulster Gliding Club from 1931, they fitted a nacelle when they rebuilt it aircraft in 1933. This glider went to the Dublin Gliding Club in 1934 and was still active the following year.
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Some turbine nacelle fires cannot be extinguished because of their height, and are sometimes left to burn themselves out. In such cases they generate toxic fumes and can cause secondary fires below. Newer wind turbines, however, are built with automatic fire extinguishing systems similar to those provided for jet aircraft engines. These autonomous systems, which can be retrofitted to older wind turbines, automatically detect a fire, shut down the turbine unit, and extinguish the fires.
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Avro's computer capacities provided capability in developing theories and methods similar to modern three-dimensional modeling of fluid dynamics. Avro envisioned a delta-shaped vehicle with downward winglets (similar to the TSR-2's), varying engine nacelle positions, titanium skin, and first flight of a research vehicle in 1962. Many engineers involved in this and similar Avro designs were later heavily involved in NASA Projects Mercury, Gemini, and Apollo.Whitcomb 2002, p. 241.
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The engine was immediately torn off and the aircraft started to rotate. The aircraft started being torn in the back rib of the starboard wing. Then the nose and port wing from engine number two (the inner) hit a depression in the mountain-face, causing engine number one to loosen from its nacelle and the port wing to break between the engines. At the same time the aircraft's body was broken in two.
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From 1916 until 1933, the only Hanriot fighter aircraft had been tractor biplanes. The Hanriot H.110, a twin boom pusher cantilever monoplane was therefore a considerable departure from the past. It was designed to compete in the STAé (Service Technique de l'Aéronautique or Technical Section of Aeronautics) 1930/31 C1 (single seat Chasseur of fighter) programme. The all-metal H.110 had an open cockpit and engine in a short central nacelle.
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The aircraft made its first flight on 28 May 1947 and also participated in the flypast at Tushino in August. It had a maximum speed of at sea level, but flight testing revealed that it lacked longitudinal stability at high speeds. Modifications of the wing/nacelle fillets and lengthening the engine nacelles failed to cure these problems. Coupled with the unavailability of mature TR-1 engines, these problems caused the program to be cancelled.
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However it differed in having a streamlined central nacelle or fuselage housing the pilot and engine, and the engine itself was a more powerful Green four-cylinder inline type. The controls were also unusual. Elevons at the wing tips provided all the control forces and were operated by two levers on either side of the cockpit. There was no rudder, with turning being coordinated by the aerodynamic design of the swept and washed-out wings.
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Alekseyev designed the I-218 as a heavily armed, and armoured, attack aircraft for use in close support and anti-tank missions. The twin boom aircraft had a central nacelle housing the pilot and gunners cockpits as well as the engine and forward firing armament. All armoured and highly stressed parts were manufactured from 30KhGSNA nickel-steel. Flight testing may have commenced in 1948, but there is no direct evidence of this.
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Some of this research still applies to motorsport engineering, but the facility is no longer dedicated solely to motorsport research. Renowned materials engineering professor Dr. Donald W. Radford coordinates the CSU Factory campus, which has major connections to Boeing. It is a site of many automotive innovations, such as research of advanced plastics for modern exhaust manifolds. The Boeing aeronautical corporation also has major sponsorship of nacelle aerodynamic designs, directed by Dr. Steven Guzik.
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629, 632. The engine cowling features an inlet that draws cooling air into a tank; a pair of tinned steel oil tanks are also contained within the cowling. Welded steel construction was used for the nacelles, which attach to the centre section of the wing at four separate rubber-insulated joints. The retractable undercarriage of the Oxford was internally designed, featuring broken-braced twin oleo legs that retract rearward into each engine nacelle.
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Due to data transmission problems, structural health monitoring of wind turbines is usually performed using several accelerometers and strain gages attached to the nacelle to monitor the gearbox and equipment. Currently, digital image correlation and stereophotogrammetry are used to measure dynamics of wind turbine blades. These methods usually measure displacement and strain to identify location of defects. Dynamic characteristics of non-rotating wind turbines have been measured using digital image correlation and photogrammetry.
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Further flight testing revealed control problems and the area of the front wing/elevator was adjusted to try to bring together the centre of pressure and the hinge line and make the S.E.1 stable in pitch. By the beginning of August the front surface was fixed and carried a conventional trailing edge elevator. An attempt to improve the turning characteristics was made by stripping the side covering of the nacelle to reduce side area.
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The RB199 is a modular engine, improving servicing. The first test run of the RB199 was performed on 27 September 1971 at Bristol, UK. It was flight tested on the Avro Vulcan, the same aircraft that was used for the flight testing of Concorde’s Olympus 593. A specially built nacelle was designed that was fully representative of the Tornado fuselage and attached below the Vulcan. The aircraft first flew in this configuration in 1972.
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At this time the wind was very strong. The airbrakes at the tip of the blades were turned on to control the speed of the turbine before it reached operational speed. After its generator was synchronized to the grid a noise from the nacelle prompted an attempt to stop the turbine manually. A large crashing sound occurred, possibly as a result of the gear failing, at which point the turbine began to oscillate strongly.
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'NASA's Space Shuttle Training Plane? A Fabulous 1970s Business Jet' Retrieved 28 June 2011. NASA contracted Lockheed-Georgia to modify one G-II as the Propfan Test Assessment aircraft (N650PF, cn 118). The aircraft had a nacelle added to the left wing, containing a 6000 hp Allison 570 turboprop engine (derived from the XT701 turboshaft developed for the Boeing Vertol XCH-62 program), powering a 9-foot diameter Hamilton Standard SR-7 propfan.
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It was powered by a inverted, air-cooled, single cylinder engine named the JS4 and designed by one of the students, Jerzy Szablowski. This drove a two blade, wooden propeller and was mounted in tractor configuration in the wing leading edge, where the upper fuselage was strengthened around its mounting. The pilot's seat was enclosed in an open, ply nacelle. The CW 8S's dimensions were unchanged, though the empty weight rose to .
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The SuperDraco engine combustion chamber is printed of Inconel, an alloy of nickel and iron, using a process of direct metal laser sintering. Engines are contained in a protective nacelle to prevent fault propagation if an engine fails. Once in orbit, Dragon 2 is able to autonomously dock to the ISS. Dragon used berthing, a non-autonomous means to attach to the ISS that was completed by use of the Canadarm2 robotic arm.
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Graphic representation of an acoustic liner installed on a turbofan engine inlet A composite sandwich acoustic liner (A) with perforate face-sheet (B) honeycomb core (C) and back-skin (D) Aircraft engines, typically turbofans, use acoustic liners to damp engine noise. Liners are applied on the internal walls of the engine nacelle, both in the intake and by-pass ducts, and use Helmholtz resonance principle for the dissipation of incident acoustic energy.
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The pilot and passenger sat side-by side in the fuselage nacelle, which was mounted below the aircraft's wing, with the propeller shaft passing between them. The tail surfaces were carried on two steel tube booms, while the aircraft's undercarriage consisted of two mainwheels and long skids designed to prevent the aircraft turning over onto its nose in the event of a rough landing.Bruce 1982, pp. 31–32.Flight 17 August 1912, pp. 755–756.
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A single fin and rudder would be provided to help with lateral stability at higher speeds. The pilot would sit in a cockpit nacelle that protruded from the front of the circular airfoil-section fuselage. After the war, a wooden 1/10 scale model of the Rochen was built in Bremen and subjected to wind tunnel tests. Heinrich Focke filed for a patent of the aircraft in 1957, but it was never built.
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The SP1 also featured a large air intake nacelle located on the side of the chassis, although this was later moved to a more tradition location on top near the rollover hoop. The design would also incorporate the use of multiple dive plans, including the first use of some on the nose. Later, vertical boards would be added to the rear tail in order to help increase downforce in conjunction with the rear wing.
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The GlobalFlyer was specifically designed to make an uninterrupted (non-refueled) circumnavigation of the globe with a single pilot. Unusual for a modern civil aircraft, the GlobalFlyer has only a single jet engine. Physically, the GlobalFlyer has twin tail booms mounted outboard of a shorter central fuselage nacelle. The pressurized cockpit is located in the front of the fuselage and provides 7 feet (2.1 m) of space in which the pilot sits.
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The fuselage girder had a straight, horizontal upper longeron or chord and a curved lower longeron, braced together with a series of diagonal and vertical members. At the front there was a wood-framed, ply-covered nacelle which contained the open, single-seat cockpit. It was divided into three sealed compartments for buoyancy and had a single-step planing bottom. Wire-braced fixed rear surfaces were ply-covered and the control surfaces fabric-covered.
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The cylinder struck the engine cowling, breaking it off its mountings on the port nacelle. Blair was five miles out from St Thomas, flying at 1,700 feet. He immediately feathered his port propeller and shut down the engine, while adding power to the starboard in an attempt to maintain level flight. The plane should have been able to maintain its altitude on one engine, but in the event the aircraft began losing height.
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The lower wing was close to the ground so two underwing skids were added below the interplane struts. The mid-line of the nacelle, with the engine at its rear, was on the centre plane, giving the pilot a slightly inferior view than from the Scout. Four parallel tail booms ran aft, two from the mid-span of the upper wing and the others from the lower wing. These four members carried the tail.
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These were possibly water gas plants for continuous production of hydrogen. See While testing the Astra VI l'Espagne on 5 November 1909, the propeller shaft ruptured, breaking the nacelle. Airault avoided a catastrophe, landing with a masterly hand near Frémainville, Seine-et-Oise (now Val d'Oise), some 50 miles (85 km) from Meaux. Brought back to Beauval, repaired and modified, l’España was delivered to the Spanish military authorities at the start of 1910.
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The air intake can be designed to be part of the fuselage of the aircraft (Corsair A-7, Dassault Mirage III, General Dynamics F-16 Fighting Falcon, nose located North American F-86 Sabre and Mikoyan-Gurevich MiG-21) or part of the nacelle (Grumman F-14 Tomcat, McDonnell Douglas F-15 Eagle, Sukhoi Su-27, Sukhoi Su-57, Lockheed SR-71 Blackbird, Boeing 737, 747, Airbus A380). Intakes are more commonly referred to as inlets in the U.S.A.
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A tower profile made of connected shells rather than cylinders can have a larger diameter and still be transportable. A 100 m prototype tower with TC bolted 18 mm 'plank' shells has been erected at the wind turbine test center Høvsøre in Denmark and certified by Det Norske Veritas, with a Siemens nacelle. Shell elements can be shipped in standard 12 m shipping containers,Emme, Svend. New type of wind turbine tower Metal Industry, 8 August 2011.
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Such a configuration with plurality of yaw drives often offers the possibility of active yaw braking using differential torque from the yaw drives. In this case half of the yaw drives apply a small amount of torque for clockwise rotation and the other half apply torque in the opposite direction and then activate the internal magnetic brakes of the electric motor. In this way the pinion-gear rim backlash is eliminated and the nacelle is fixed in place.
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This function importantly minimizes the axial and radial "play" of the gliding bearing due to manufacturing tolerances as well as due to wear of the gliding pads during operation. To solve this problem, yaw systems incorporate pre-tensioned gliding bearings. These bearings have gliding pads that are pressed via pressure elements against the gliding disk to stabilize the nacelle against undesirable movement. The pressure elements can be simple steel springs, pneumatic, or hydraulic pre-tension elements, etc.
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In 1939, Beriev was ordered to develop a successor to the KOR-1 design, which would overcome the numerous problems encountered in operational experience with that design. The new aircraft, with the in-house designation KOR-2, first flew on 21 October 1940 at the Beriev factory in Taganrog. The Be-4 was an elegant, parasol-winged monoplane with a slight inverse-gull wing. The large radial engine was mounted in a nacelle above the fuselage.
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On 21 April, a dud anti-aircraft shell blew through the nacelle of his plane without harming him. On 25 April, Tidmarsh was flying Airco DH.2 No. 5965, escorting a mission of Royal Aircraft Factory F.E.2s, when he dived on an approaching Fokker Eindekker fighter. It fled. He pursued. The German had a 500-yard lead on Tidmarsh, who was not close enough to fire, when the Fokker lost its wings at an altitude of 1,000 feet.
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In 1907 he moved to the Research Laboratory for Military Ballooning which became the Laboratory for Military Aeronautics, where he chaired the Engineering Study Commission in 1908. In that year he patented the design of an undercarriage shock absorber, which appears to be present on his powered kite or Dirigible Biplane, possibly named the Laboratoire, of 1909. which completely failed to fly. In 1910 he patented a link between an aircraft and its nacelle (in this context, fuselage).
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Both of these ideas were probably incorporated into his powered kite projects, where a steerable tractor engine and propeller were attached to a fuselage (nacelle) suspended from a large biplane or triplane kite. Dorand developed these in the period from 1908-1910. In 1912 he became an engineering battalion commander and head of the Military Aeronautical Laboratory at Chalais-Meudon. In 1914 he became its director, but it was closed in 1915 because of the First World War.
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Orders were placed for prototypes from Armstrong Whitworth (the F.K.6), Sopwith and Vickers (the F.B.11). All three designs were driven by the need to provide wide fields of fire in the absence of an effective synchronisation gear that would allow safe firing of guns through the propeller disc. The Sopwith proposal was modified from an existing design for a two-seat triplane, with a nacelle for a gunner added to the upper wing.Bruce 1968, pp. 139–140.
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Therefore, these four models have been nicknamed "slant nose" units. Later E models had the more vertical "bulldog nose" of the F series. E3 demonstrator 822 was built with a nose identical to earlier EA and E1A units, but later locomotives in the series featured an elevated headlamp mounted in a nacelle, distinct from the flush profile mounting of the earlier units. 822 was modified in a similar fashion prior to delivery to the Kansas City Southern Railway.
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More than one design was created, with the final version created with elements from different designs. One of the elements incorporated into the version seen on screen was a reduction in the size of the warp nacelle supports as Drexler said that he didn't like that they had increased in size. John Eaves also created a number of designs for aquatic Xindi vessels for use in the episode, as well as a rejected design for the superweapon.
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At least two were modified as landplanes. ;Gunbus :Landplane version for RNAS, the Gunbus was officially designated the Admiralty Type 806. It had a revised nacelle which was raised above the centre section of the lower wing rather than being directly attached and was powered by a Sunbeam engine. Six gun-armed aircraft were built by Sopwith, with a further 30 modified aircraft fitted for bombing ordered from Robey and Co., of which only 17 were completed.
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Triumph Airborne Structures in Hot Springs, Arkansas is an FAA/EASA approved repair facility specializing in maintenance, repair and overhaul of flight control surfaces, nacelle components, fan reversers and other aerostructures. The facility performs repairs on aircraft structures, as well as full overhaul support, including replacement of core and skins for both composite and metal bonded components. Components produced at this location include Inlet Cowls, Fan Reversers, Flaps, Fan Cowls, Ailerons, Slats, Elevators, Stabilizers and Spoilers.
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The gearbox of the yaw drive is a very crucial component since it is required to handle very large moments while requiring the minimal amount of maintenance and perform reliably for the whole life-span of the wind turbine (approx. 20 years). Most of the yaw drive gearboxes have input to output ratios in the range of 2000:1 in order to produce the enormous turning moments required for the rotation of the wind turbine nacelle.
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After 1962 this was changed to a Lucas system. The speedometer, ammeter and light switch on the original Venoms were fitted into a steel headlamp nacelle; the optional rev counter had to go on a bracket. Later models with Thruxton forks had conventional headlamp brackets and separate instruments. Eventually becoming the best selling 'flagship' of the Velocette motorcycle range, the Venom has become highly sought after as a definitive example of a British sports four- stroke single.
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Closer to the fuselage a parallel pair of V-form interplane struts formed a cradle for the outboard engines, mounted between the wings. These, and the third in the nose, were Lorraine 8Bds, water-cooled V-8 engines, each producing ; cooled by cylindrical radiators hung beneath each engine nacelle. Ailerons with aerodynamic balances extending past the wing-tips were fitted on the lower wing only. The flat-sided and -bottomed fuselage had curved upper decking, dropping towards the tail.
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The Ca.3 was a three- engined biplane of wooden construction, with a fabric-covered frame. The crew of four were placed in an open central nacelle (front gunner, two pilots and rear gunner-mechanic). The rear gunner manned upper machine guns, standing upon the central engine in a protective "cage" in front of a propeller. The fixed conventional undercarriage had double mainwheels under each engine and a tailskid under the extreme tail of each boom.
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The heavy A-frames were replaced with a pair of rectangular frames which extended above and below the wings, linked at the bottom by two transverse members. These frames served as double kingposts from which each wing was wire braced above and below. A substantial undercarriage structure was mounted at the bottom of the frames, comprising a long pair of skids which extended from the pusher propeller line well forward beyond the nacelle and curving strongly upwards.
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The forward cockpit was largely ahead of the leading edge and the rear one under the wing. Behind the wing the fuselage had the same flat, cross braced girder form as the Hols der Teufel, with a horizontal upper beam, its first diagonal brace within the nacelle. The tailplane was mounted on top of the horizontal beam, its leading edge straight and strongly swept. Cropped, parallel chord elevators had a central cut out for rudder movement.
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A SaM146 jet engine PowerJet is a Franco-Russian 50-50 joint venture created in 2004 by aeronautical engine manufacturers Snecma (Safran) and NPO Saturn. The company is in charge of the SaM146 program – the sole powerplant for the Sukhoi Superjet 100 airliner – including design, production, marketing and after-sales support. It delivers a complete propulsion system, comprising engine, nacelle and equipment. PowerJet has two production sites: one in Villaroche (France) and the other in Rybinsk (Russia).
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The aircraft was designed in 1929 by a Romanian engineer Romulus Bratu, who worked in France. Quite unusual was its arrangement, with one engine in a fuselage front, and the other two in a common nacelle over a wing, in a push-pull configuration. A model was tested in a laboratory of St. Cyr Aeronautical Institute. Parts of the plane were made in a factory at Athis-Mons, and assembled in the CIDNA workshops at Le Bourget airport.
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On selection, the system folds the doors to block off the cold stream final nozzle and redirect this airflow to the cascade vanes. This system can redirect both the exhaust flow of the fan and of the core. The cold stream system is known for structural integrity, reliability, and versatility. During thrust reverser activation, a sleeve mounted around the perimeter of the aircraft engine nacelle moves aft to expose cascade vanes which act to redirect the engine fan flow.
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The resultant design was a large but aerodynamically "sleek" airliner, incorporating the cockpit in a streamlined glazed "dome". The engines featured a unique nacelle tunnel cowl where air was ducted in and expelled through the bottom of the cowl, reducing turbulent airflow and induced drag across the upper wing surface. After a mockup was constructed in 1938, Curtiss-Wright exhibited the innovative project as a display in the 1939 New York World's Fair.Love 2003, p. 4.
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Suppliers should be selected by 2018 to mid 2019. A request for proposal for the propulsion system, including the engine and nacelle, have been issued on 21 December 2017, to be answered by 30 May 2018. On May 15 at a Shanghai conference on aeroengines, the design grew to a length, shorter than the A330-900 but still with nine-abreast economy seating, requiring of thrust. GE produces the GEnx-1B76, and Rolls-Royce the Trent 1000 TEN.
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Nacelle (the wife of the rich owner of the store). Reardon informs them that he has a solid suspect for the crimes, a clerk named Charles Crenshaw (Gordon Oliver). Meanwhile, Charles Crenshaw shows up at the Reardon Detective agency and wants to hire them to find out why he's being followed by an unknown man who recently searched his apartment. Sally Reardon pretends to be one of the agency's detectives, hoping to help her husband's failing business.
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Nacelle thinks Davis resents losing the store, and she suggests that he might be the thief. Sally Reardon shows up at the restaurant and overhears her husband say that Charles Crenshaw (the agency's newest client) is also the chief suspect for the jewel thefts! Believing Crenshaw is innocent, Sally quickly leaves the restaurant so she can call the young clerk at the jewelry store and warn him. Soon afterwards, Bill Reardon and his agents apprehend Crenshaw.
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Z.501 in flight The aircraft had a very slim fuselage, a high parasol wing and a single wing-mounted engine nacelle. In the prototype a 560 kW (750 hp) inline Isotta Fraschini Asso-750.RC engine was fitted, with an annular (circular) radiator that made the installation resemble a radial engine, although it was actually a liquid-cooled inline. Some versions of other planes such as the Ju 88 and Fw 190D had this same feature.
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ZASPL, the Aviation Association of students of the Lwów Technical University, was the oldest aviation organization in Poland. Revived after World War I, by 1926 it had workshops in Lwów which began building the glider designs of ZASPL member Wacław Czerwiński. The second and third of these, the CW II and CW III, were both built there during 1929. Both were high wing, wooden, open frame gliders, though only the CW II had a nacelle enclosing the pilot's cockpit.
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Like the original Osprey, the Osprey 2 is a mid-wing cantilever monoplane with a flying boat hull and a single engine mounted pusher-fashion in a nacelle mounted above the fuselage on struts.Jane's All the World's Aircraft 1985–86, p.606 A passenger seat is provided side-by-side with the pilot and the cabin is fully enclosed. Retractable tricycle undercarriage is provided for land operations, the main units of which fold into the undersides of the wings.
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The aircraft was also given an elongated nacelle with the front elevator mounted on an upswept outrigger on its nose and paired rudders were fitted. The aircraft retained the original Gnome Lambda."The 70 hp Short Biplane: Drawing" Flight 7 June 1913 However its performance was disappointing and McClean had a new design, the Short S.80, built. The airframe was subsequently further modified, principally by removing the extended wings, to convert it into a Type 38.
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In the early morning of March 26, 1945, the operator on duty in the nacelle of the turbine was thrown down by vibrations. He stopped the turbine. On investigation, it was found one turbine blade had broken off and fallen about 750 feet (229 m) away. The blade had failed at a previously repaired weak point in the spar; due to wartime shortages, it had been impractical to complete a full repair and reinforcement of the blade root.
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However, communication between the pilot and the observer was nearly impossible. The pulpit (as it was known in English) or basket (as it was referred to in Russian) vibrated badly and, in multiple cases, parted company from the rest of the aircraft while in flight. Like many pushers, it also put the observer at risk of being crushed in even a relatively mild crash or "nose-over". A British evaluation of the type suggested "it would be expensive in observers if flown by indifferent pilots".Bruce, 1996, p.2 While not originally designed explicitly as a gunner's position,Bruce, 1996, p.1 early combat experience had shown a need for forward-firing machine guns. But mechanisms to allow a gun to fire through the propeller were not yet available, and the observer's nacelle on the S.A-1 represented a temporary solution. As well as the 2-seat S.A versions a single seat fighter, the SPAD S.G, was also produced with fixed forward-firing guns in the nose nacelle, without any occupant.
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In 1934 Roberto L. Bartini was assigned to the ZOK NII GVF (Zavod Opytno Konstrooktorskoye Naoochno-Issledovatel'skiy Institoot Grazhdanskovo Vozdooshnovo Flota — Factory for Special Construction at the Scientific Test Institute for the Civil Air Fleet), to lead the design of the DAR. Built entirely of Enerzh-6 stainless steel, the DAR closely resembled the Dornier Wal, with a high length to beam ratio hull, sponsons either side of the hull, strut supported parasol wing and twin engines in a single nacelle in the centre of the wing. Initially Bartini intended the two engines to drive separate propellers running in a tubular shroud, much like a modern ducted fan; Tests at TsAGI (Tsentrahl'nyy Aerodinamicheskiy i Ghidrodinamicheskiy Institoot - central aerodynamics and hydrodynamics institute) confirmed Bartini's theories but the prototype was completed with a conventional tandem tractor/pusher engine nacelle. Apart from the 'Enerzh-6' construction material, the DAR had several other innovations, including; full span slotted flaps, and pivoting wing-tip ailerons which were in two sections, fore and aft.
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About one quarter global NG fleet of 6,300 have to be inspected. Southwest Airlines withdrew two of its aircraft from service after finding pickle fork cracks during the inspections. Planes were also grounded by the Australian Qantas and Irish budget carrier, Ryanair for the same reason. Following the uncontained engine failure of the Southwest Airlines Flight 1380 on April 17, 2018, the NTSB recommended on November 19, 2019 to redesign and retrofit its nacelle for the 6,800 airplanes in service.
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As of 2003, typical modern wind turbine installations use towers about 210 ft (65 m) high. Height is typically limited by the availability of cranes. This has led to a variety of proposals for "partially self-erecting wind turbines" that, for a given available crane, allow taller towers that put a turbine in stronger and steadier winds, and "self-erecting wind turbines" that can be installed without cranes. "WindPACT Turbine Design: Scaling Studies Technical Area 3 -- Self-Erecting Tower and Nacelle Feasibility". 2001\.
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Both wings had single-spar structures and were braced together with wide spread, transverse, streamlined and distorted V-struts between the spars. There was no stagger, 3° of dihedral and a large interplane gap. The BRO-16's push-rod activated, fabric-covered ailerons, which could also serve as flaps, were suspended from the upper wing and filled 87% of the span. The BRO-19's fuselage had a forward nacelle attached to a flat girder fuselage supporting the tail.
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The SAM-11 was built in 1939 but its date of first flight is not known. That first flight was not a success; turbulent prop-wash reaching the tail surfaces produced a loss of control and the SAM-11 was damaged. It was rebuilt as the SAM-11 bis, fitted with a Voronezh MV-6 engine in a redesigned nacelle, the engine change forced by unobtainability of the more powerful MM-1. It was first flown in early autumn 1940.
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An oil tank was under the seat on the right matched by a toolbox on the left. Between them was an ignition switch panel hiding the battery. The headlamp was fitted in a nacelle which also housed the instruments and switches as was fashionable at the time. Deeply valanced mudguards were fitted to the standard model, making it look heavier than it actually was. A successor to the C11, the C15 had a completely redesigned frame and 250 cc engine.
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Barnes 1988,p. 51 Two modified Boxkites were produced for competition purposes. The first, No. 44, was a single-seater built to compete in the 1911 Circuit of Europe air race and had reduced wingspan and a nacelle for the pilot, similar to the Bristol Type T. The second, No.69, was a redesign by Gabriel Voisin, who was employed as a consultant by Bristol. This had no front elevator, monoplane tail with a single rudder, and a reduced gap between the wings.
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They are sometimes worn with the peak backwards, not for reasons of fashion but because the peak then protects the neck from sunburn. A traditional way to keep the head cool when cycling in hot conditions was to put a cabbage leaf under the casquette. However, when said cabbage was not available, riders would often turn to sheaths of mesclun. The name was also used by Royal Enfield motorcycles to describe their version of the nacelle designed by Edward Turner for Triumph motorcycles.
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As they watched, they saw the whole tail assembly break free from the fuselage. Moments later the wreckage struck the ground and a pall of black smoke rose into the air."A.N.A. Plane Exploded In Mid Air" The Canberra Times – 1 February 1945, p.2 (National Library of Australia) Retrieved 25 May 2012 Part of the left wing, outboard of the engine nacelle, continued to drift down slowly and reached the ground about ¾ mile (1.2 km) from the main wreckage.
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Meanwhile, the aft fuselage and cockpit are built in Bombardier's Saint-Laurent Manufacturing Centre in Quebec, with final assembly occurring at Mirabel, Montreal, Quebec. While Bombardier itself makes the centre wing box and doors, still many other components are contracted-out, namely: Liebherr for the landing gear and pneumatics; UTC Aerospace for the electrical system and lighting; Goodrich for the nacelle; Meggitt for the wheels and brakes, Michelin the tires; Spirit for the pylons; Honeywell for the APU; and PPG supplies the windows.
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The R-07 models, whether Vöcsöks or Tücsöks, were all-wood aircraft, with a wing built around two spars and rectangular in plan out to blunted tips. Because the nacelle increased the empty weight of the Vöcsök by (22%) it needed a longer span wing with 13% grater area than the Tücsök. The forward spar was close to the plywood-covered leading edge and the rest of the wing was fabric-covered. Broad chord ailerons filled the outer 40% of the span.
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The Sarafand was a six-engined biplane flying boat with equal span wings. Due to the high wing end loads, Gouge specified corrugated steel spars for both upper and lower wings. The six engines, in tractor/pusher pairs, were housed in monocoque nacelles mounted between the wings on integral girders; the central nacelle was further supported by two pairs of splayed struts to the lower wing-roots. The hull, largely constructed of anodised Alclad, had a stainless-steel planing bottom.
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This accord covers the development and production of integrated propulsion systems for potential new applications for CFM engines. Michel J. Abella was announced as the Director of Programs at Nexcelle on December 18, 2009. In December, 2009, Nexcelle became a partner on the world's first truly integrated propulsion system. The company was selected to provide a combined nacelle, thrust reverser and exhaust system for the new CFM International LEAP-1C engine selected as the sole western powerplant to launch China’s COMAC C919 jetliner.
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The LeO H-22 was a flying boat with a three part cantilever high wing, primarily of both wood and metal construction. The Gnome-Rhône 5Bc 5-cylinder radial engine, driving apusherpropeller, was mounted in a stramlined nacelle, supported on struts, over the wing centre-section. The LeO H-221 three-seat trainer flying boat, derived from the H-22, differed in cockpit arrangement and was powered by a Salmson 9Ab 9-cylinder radial engine, also driving a pusher propeller.
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Fairchild designed the aircraft in response to a Pan American Airways request for a small flying boat to operate on their river routes along the Amazon and Yangtze. The result was a conventional high-wing cantilever monoplane with its radial engine mounted above the wing in a streamlined nacelle. Before construction of the prototype was complete, however, Pan American no longer required the aircraft to operate in China, and Fairchild modified the design to optimise it for the tropical conditions of Brazil.
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The characteristic portside-cowl supercharger intake for Daimler-Benz inverted V12s was usually accommodated away from the nacelle's sheetmetal itself for the Heinkel/DB 603 unitized engine package, most often within the airframe's wing panel design. The same Kraftei packaging for the He 219 was also used for powering the four- prototype He 177B strategic bomber series, and with an added turbocharger in each nacelle, the six ordered (two completed) prototypes of Heinkel's He 274 high-altitude strategic bomber project.
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Thus the tailplane had angular tips and a straight leading edge, and the elevators had a triangular cut out for rudder movement. Because of the short length of these booms the fin and rudder, both of which extended above and below the tailplane had to be generous in area. The tail surfaces were fabric covered over a wooden structure. The main undercarriage was mounted on splayed, sprung and faired legs attached to the rear of the nacelle plus vertical long stroke shock absorbers.
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Not long after building the Scheldemusch prototype, de Schelde also brought out a flying boat version called the Scheldemeeuw (meeuw = gull). Wings, empennage and much of the rest of the aircraft was the same as the Scheldemusch. The fuselage was necessarily different, with the nacelle replaced with a wooden structured and plywood-skinned, single-step hull which extended rearwards almost to the tail. The longer fuselage made the attachment of the tail rather easier, three steel wires replacing the lower triplet of booms.
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The front fuselage structure was made of duraluminum tubes, while the rear part was of pinewood. The engine nacelle and the fuselage up to the cockpit were covered by duraluminum sheets, the aft part by plywood. The rear part of the fuselage merged with the tail without a substantial cross-sectional change, giving the aircraft a rather unusual arrow-like look. Due to its unconventional fuselage configuration the overall length came to less than 7 m, while the height was only .
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One of the most significant orders was when Northwest Airlines placed an order for 100 A320s in October 1986, later confirmed at the 1990 Farnborough Airshow, powered by CFM56 engines. During the A320 development programme, Airbus considered propfan technology, backed by Lufthansa. At the time unproven, it was essentially a fan placed outside the engine nacelle, offering speed of a turbofan at turboprops economics; eventually, Airbus stuck with turbofans. Power on the A320 would be supplied by two CFM56-5-A1s rated at .
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It was fitted with two Pratt & Whitney R-2800-44W Double Wasp piston engines, mounted in nacelles under each wing with a large turbocharger fitted inside each engine nacelle, and a Allison J33-A-10 turbojet was fitted in the rear fuselage. The jet engine was only intended for takeoff and maximum speed near the target,Johnson 2000, p. 343. and was fed by an air inlet on top of the fuselage that was normally kept closed to reduce drag.
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Flying began on Saturday, 7 May 1938, at a site known as Cumnor meadow, which is now on the bed of Farmoor Reservoir. The Club fleet consisted of two open primary gliders, one of which had a streamlined nacelle. Club members had to build an access road to the site, including a bridge over a ditch, and a basic hangar. The famous Austrian gliding pioneer, Robert Kronfeld became manager and CFI (Chief Flying Instructor) of the Club in June 1938.
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In 1953, the US export market led Royal Enfield to develop a 692 cc, overhead valve twin capable of , which was launched as the Meteor. The engine was basically a modified 500 twin crankcase with 350 single (Bullet) pistons, valves and identical 90mm stroke length. In 1954, the Super Meteor was updated and fitted with a new cast alloy headlight nacelle (casquette) housing the speedometer, ammeter and light switch. During 1955, the dynamo and coil ignition was replaced with a Lucas magdyno.
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A biplane tail unit with three fins and rudders spanned the gap between the two main fuselage booms.Grahame-White E.IV-Ganymede at flyingmachines.ru Accessed 13 March 2017 The two pilots and a bomb-aimer/gunner were accommodated in the central nacelle, while additional gunners cockpits were provided in each of the fuselage booms, with Scarff ring mountings for a machine gun together with a tunnel opening under the fuselages to allow the gunners to repel attacks from below.Mason 1994, p.125.
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Landings were made on a nearly nacelle-length sprung skid. There was a second cockpit at about mid-chord with another transparency above it and a pair of windows on each side. The fuselage tapered to an angled vertical knife-edge. The addition in 1931 of a pusher configuration, , horizontally opposed Bristol Cherub III well above the rear of the wing with its small, metal, two-bladed propeller just beyond the trailing edge significantly altered the fuselage, though it did not lengthen it.
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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 first four were lost in accidents in the period 1916-1918\. The last aircraft of the type to be built, F.8 (II), was constructed to replace the original F.8, which had crashed at Karljohansvern on 20 May 1916 due to engine failure. F.8 (II), delivered on 2 June 1917, was rebuilt to type M.F.4 with new wings and nacelle in the autumn of 1918 and decommissioned on 13 July 1922 after flying for 322 hours and 15 minutes.
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The lower wing was mounted on the top of the fuselage and carried wingtip floats mounted directly below the N-type interplane struts. There was another pair of these struts between the fuselage and upper wing supporting the engine, which was mounted tractorwise above the upper wing surface in a streamlined nacelle. The engine, a 450 hp (340 kW) Napier Lion was cooled with radiators fitted flush in the lower surface of the upper wing. The pilot sat in front of the propeller.
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In order to reduce weight and drag some of the production aircraft were fitted with a normal "V" type undercarriage. This was not universally popular and when a method was devised of removing the nose wheel in the field without disturbing the shock absorbers, this became the most common form of the F.E.2 undercarriage.Hare 1990, pp. 208–209 The "V" undercarriage remained standard for F.E.2 night bombers, as it permitted the carriage of a large bomb under the nacelle.
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A reconfigured control system included an autopilot and the engineers redesigned portions of the electrical system. The engines were changed to the more powerful AM-34FRNVs and a redesigned undercarriage was fitted to the airframe. Two additional fuel tanks increased the craft's range. The defensive and offensive armament was revised, and the bomber's weaponry expanded to twin ShKAS guns in the nose, nacelle barbettes and tail turrets and a dorsal turret with a ShVAK; this design eliminated the ventral gun.
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Although still circular- shaped, the Jefferies tubes in the original series were better lit and less cramped. In this century, they have the added feature of having diagonal tubes – originally referred to in creator Matt Jefferies sketches as "power shafts". Such a diagonal tube was termed a "service crawlway" in the episode "That which Survives." The diagonal tubes had the added function of system controls, conduits, engineering circuits, and could act as passageways through the nacelle pylons to the ship's warp nacelles.
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The government, seeking to showcase Italian technological achievement—particularly in aviation—contracted the Caproni company to construct the aircraft in 1932. The resultant aircraft—a mid-wing monoplane of mostly wooden construction dubbed the Stipa-Caproni or Caproni Stipa. The fuselage was a barrel-like tube, short and fat, open at both ends to form the tapered duct, with twin open cockpits in tandem mounted in a hump on top of it. The wings were elliptical and passed through the duct and the engine nacelle inside it.
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The nacelle was hinged at the bottom to provide some access to the engine for maintenance, but this was insufficient, and additional sliding panels were added to the sides of the fuselage. A mesh screen behind the observer was intended to prevent propeller strikes. The first prototypes were unarmed, but the production S.A was soon eclipsed by more conventional fighter, such as the Nieuport 10 and Nieuport 11. Aside from the unorthodox configuration, the aircraft was of standard wood and fabric construction for the period.
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The Bre.4 was developed during 1914 when French military planners began to express a preference for pusher- over tractor-configured aircraft, leading Bréguet Aviation to cease further development of its original Type IV design and pursue military contracts with an aircraft of the preferred layout. The Type IV was a two-bay, equal-span, unstaggered biplane that seated the pilot and observer in tandem open cockpits in a nacelle that also carried the pusher engine at its rear, and the tricycle undercarriage.Taylor 1989, p. 202.
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Modern large wind turbines are typically actively controlled to face the wind direction measured by a wind vane situated on the back of the nacelle. By minimizing the yaw angle (the misalignment between wind and turbine pointing direction), the power output is maximized and non- symmetrical loads minimized. However, since the wind direction varies quickly the turbine will not strictly follow the direction and will have a small yaw angle on average. The power output losses can simply be approximated to fall with (cos(yaw angle))3.
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Schematic representation of a typical roller yaw bearing configuration of a modern wind turbine. The roller yaw bearing is a common technical yaw bearing solution followed by many wind turbine manufacturers as it offers low turning friction and smooth rotation of the nacelle. The low turning friction permits the implementation of slightly smaller yaw drives (compared to the gliding bearing solution), but on the other hand requires a yaw braking system. Some manufacturers use a plurality of smaller yaw drives (usually six) to facilitate easy replacement.
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Boeing Y1B-17A The aircraft that became the sole Y1B-17A was originally ordered as a static test bed. However, when one of the Y1B-17s survived an inadvertent violent spin during a flight in a thunderhead, Air Corps leaders decided that the plane was exceptionally robust and that there would be no need for static testing. Instead, it was used as a testbed for engine types. After studying a variety of configurations, use of a ventral-nacelle-mount turbocharger position was settled on for each engine.
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NTSB inspectors indicating the location of the missing fan blade Pieces of the engine nacelle were found in a Pennsylvania field. At 11:03 Eastern Daylight Time, the aircraft was cruising at flight level 320 (a pressure altitude of ) and climbing when the left engine failed. As a result, most of the engine inlet and parts of the cowling broke off. Fragments from the inlet and cowling struck the wing and fuselage and broke a window in the passenger compartment, which caused rapid decompression of the aircraft.
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Prior to this change, the underside of the nacelle was painted "Horizon White". On January 25, 2011, Horizon Air announced it was retiring its public brand and adopting the trademark Eskimo of its sister company, Alaska Airlines, on its fleet. Horizon's Bombardier Q400 fleet was repainted with a new scheme prominently featuring "Alaska" across the fuselage and the Eskimo on the tail. The planes continue to include a small Horizon logo on the sides of the aircraft, which now appears in Alaska's dark blue color.
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The first gearbox was disassembled for evaluation, confirming the component's performance predictions. A complete demonstrator will be built in a few years from 2018. In April 2018, Airbus agreed to provide aircraft integration and its nacelle and for flight testing, co-funded by the European Union research programme Clean Sky 2. At the April 2018 ILA Berlin Air Show, flight testing was confirmed on Rolls-Royce's Boeing 747-200. The demonstrator will generate of thrust, exploiting current testing on the Advance 3 and the gearbox.
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Its fan diameter could be up to , compared to the Trent XWB's and the GE9X's . Higher bypass and lower fan pressure ratio induce low-speed fan instability remedied by variable-pitch blades instead of a variable area jet nozzle. Along with eliminating the thrust reverser, a short slim nacelle would be lighter and less draggy, but in reverse-thrust the flow would be distorted, having to be turned around the nozzle into the bypass duct, and then partly reversed again into the intermediate compressor.
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The -5 model was certified in 1982, and a decade later, an engine utilizing the TFE731-5 power section and a TFE731-3 fan was built and designated the TFE731-4, intended to power the Cessna Citation VII aircraft. The most recent version is the TFE731-50, based on the -60 used on the Falcon 900DX, which underwent its flight test program in 2005. Honeywell has developed this engine complete with nacelle as a candidate to retrofit a number of aircraft equipped with older engines.
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Propeller whirl flutter is a special case of flutter involving the aerodynamic and inertial effects of a rotating propeller and the stiffness of the supporting nacelle structure. Dynamic instability can occur involving pitch and yaw degrees of freedom of the propeller and the engine supports leading to an unstable precession of the propeller. Failure of the engine supports led to whirl flutter occurring on two Lockheed L-188 Electra in 1959 on Braniff Flight 542 and again in 1960 on Northwest Orient Airlines Flight 710.
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The company's plan also called for reducing its purchases of electricity from the coal-fired generating units feeding the Square Butte Substation as the Bison wind facility grew. Construction of the first phase of 33 wind turbines began in June 2010. It included 16 Siemens SWT-2.3 MW and 17 Siemens SWT-3.0 MW turbines. The nacelle and hub components were transported by ship from Siemen's manufacturing facilities in Denmark to Allete's headquarters in Duluth, then trucked to the facility site about 40 miles west of Bismarck.
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The vertices of the wing bracing struts and a rubber- ring sprung landing skid were mounted on the strengthened lower flange, as was the pilot's seat. This was placed under the wing leading edge and enclosed in a plywood and fabric covered nacelle which reached back to the first sloping web member. Behind this member the frame was uncovered back to the triangular fin which terminated the fuselage and was fabric covered. It carried a straight-edged rudder that reached down to the keel.
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Sufficient rudder and aileron must be applied continuously to maintain the sideslip at this value. The dihedral action of the wings has a tendency to cause the aircraft to roll, so aileron must be applied to check the bank angle. With a slight residual bank angle, a touchdown is typically accomplished with the upwind main wheels touching down just before the downwind wheels. Excessive control must be avoided because over-banking could cause the engine nacelle or outboard wing flap to contact the runway/ground.
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The Eclipse 500 is based on the Williams V-Jet II, which was designed and built by Burt Rutan's Scaled Composites in 1997 for Williams International. It was intended to be used as a testbed and demonstrator for their new FJX-2 turbofan engine. The aircraft and engine debuted at the 1997 Oshkosh Airshow. The V-Jet II had an all-composite structure with a forward-swept wing, a V-tail, each fin of which was mounted on the nacelle of one of the two engines.
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While the airframe is entirely made by Chinese Avic, most systems are made by Western-Chinese joint-ventures: with UTAS for the electric power, fire protection and lighting; with Rockwell Collins for the cabin systems and avionics, with Thales for the IFE, with Honeywell for the flight controls, APU, wheels and brakes; with Moog for the high lift system; with Parker for the hydraulics, actuators and fuel systems, with Liebherr for the landing gear and air management; and the CFM engine and Nexcelle nacelle are entirely foreign.
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Aircraft engineer John Britten, who had been instrumental in founding Britten-Norman, left the company in February 1976.Britten-Norman History After that, he began development of an economical four-place light twin aircraft, the Sheriff. It was a low-wing cantilever monoplane with twin tails and a tractor engine in a nacelle on each wing. Of all-metal construction (with a fiberglass nose section on the fuselage), it was fitted with fixed tricycle undercarriage and accommodated the pilot and three passengers under a bubble canopy.
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That evening the Reardon's join Mr. and Mrs. Nacelle for dinner at a posh nightclub. The jewelry store's manager and former owner (Davis) is seen leaving the nightclub, and he deliberated picks up a note at the hat check stand which was left for Tony Croy (Stanley Ridges), a known mob boss. Moments later Tony Croy arrives and asks the hat check girl if there's a note for him, but the girl says it was just picked up by another man who claimed to be Mr. Croy.
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In 1918, the Grahame-White Aviation Company of Hendon, London developed a large, long-range heavy bomber intended to equip the Royal Air Force. The resulting design, the E.IV Ganymede, was of unusual layout, being a three-engined, twin- boom biplane with four-bay wings.Grahame-White E.IV-Ganymede at aircraft- catalog.com Accessed 13 March 2017 Two of the engines were located at the front of the booms, driving tractor propellers, while the third engine was installed at the rear of the central nacelle, driving a pusher propeller.
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To turn to port, for example, the pilot would press only the lefthand pedal to swing its rudder outwards where it acted more like an airbrake, turning the glider to port with its drag. above: the motorized Delta IM The fuselage of the original glider was a simple, oval-section, ply-covered nacelle. Its pilot sat in an enclosed cockpit under the wing, with a transparency in the wing edge ahead and another above. A pair of smaller windows on each side provided landing views.
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After selling a small quantity of PS / RS patrol / transport amphibians to the Navy, Sikorsky (then a division of United Aircraft Corporation) endeavoured to interest the service in a patrol flying boat. Having received a development contract in mid-1930, Sikorsky delivered a complete aircraft for testing in June 1932. The XP2S-1, as the prototype was designated, was a two-bay, equal- span biplane of mixed construction. Its two R-1340 Wasp radial engines were mounted in a single nacelle in a tandem configuration.
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The geared Pratt & Whitney PW1000G helped reduce the noise levels of the Bombardier CSeries, Mitsubishi MRJ and Embraer E-Jet E2 crossover narrowbody aircraft: the gearbox allows the fan to spin at an optimal speed, which is one third the speed of the LP turbine, for slower fan tip speeds. It has a 75% smaller noise footprint than current equivalents. The PowerJet SaM146 in the Sukhoi Superjet 100 features 3D aerodynamic fan blades and a nacelle with a long mixed duct flow nozzle to reduce noise.
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The Malloy Hoverbike is a single-seater turbo-fan powered, vertical take-off and landing (VTOL) quadrocopter developed in 2006 by New Zealand inventor Chris Malloy. The Hoverbike has two forward and two aft-mounted vertical propellers each enclosed in a hoop nacelle. The nacelles feature steerable blades beneath which control the direction of flight. Each propellor pair has partial overlap and when not in use they can be folded over each other to further reduce the parking footprint and make packing and transportation easier.
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Work started on another totally new design in mid-1914, the F.E.2a, specifically intended as a "fighter", or machine gun carrier – in the same class as the Vickers FB.5 "Gunbus".Hare 1990, p. 204. Apart from the "Farman" layout it bore no direct relationship with either of the two earlier designs: the outer wing panels were identical with those of the B.E.2c. It was a two- seater with the observer in the nose of the nacelle and the pilot sitting above and behind.
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A prominent chin gondola, nicknamed the 'beard', protruded beneath the nose. The dorsal gunner sat at the rear of the ATsN fairing with a sliding hood covering a ShKAS machine gun and another ShKAS mounted in a ventral hatch. The tail gunner had a powered turret with a ShVAK and, most unusually, there were manually operated ShVAK cannon mounted at the rear of each inner engine nacelle. Crewmen had access to these positions through the wing or by a trapdoor in the upper wing surface.
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Bear River Grange At 20:15, 27 June 1960, a United States Air Force tanker of the 380th Air Refueling Squadron departed Plattsburgh AFB to refuel a Strategic Air Command bomber. The Boeing KC-97 Stratotanker rendezvoused with the B-47 Stratojet bomber at an altitude of 15,500 feet in the Fighting Fox aerial refueling area over Newry. As the bomber maneuvered into refueling position, a lubrication failure caused the tanker's outboard port engine supercharger impeller to disintegrate. Impeller fragments leaving the engine nacelle caused fuel leakage.
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This single-tube oleo strut was pivoted off the lower end of the twin-member, "Y-shaped" retraction strut unit, and was rotated in the vertical plane about this single attachment in a rearwards direction during retraction of the main-gear unit, separate from the twin-member unit to help "shorten" its stowed length within the engine nacelle. This distinctive type of design required the oleo strut's freely moving top end to physically rotate downwards and aftwards during the rear-swinging retraction of the main "Y-shaped" member, operated by a lever and gear-sector system mounted on the portside of each main gear assembly, operated with a long lever that had its upper end pivoted from a fixed bracket, anchored to the firewall's rear surface. The lever/sector gear system swiveled the oleo strut about its attachment point during the retract cycle, through an arc of roughly 180º from its position when the main gear was fully extended. The stowed position of the oleo strut ended up orienting it aftwards within the rear of the engine nacelle, and placing the wheels' axle location just ahead of and above the oleo strut's pivot point when fully retracted.
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The wings were of wood and fabric construction, with rounded tips. The circular nacelle was framed in steel tubing, with the engine directly behind the cockpit, driving a wooden propeller. The tail was at the end of a structure of steel booms. A .303 in (7.7 mm) machine gun was placed inside the front of the nacelle, with only the barrel protruding. The first FB.12 flew in June 1916, powered by an 80 hp (60 kW) Le Rhône rotary engine as the Hart was not yet available. With this engine, it proved to be underpowered and was re-fitted with a 100 hp (75 kW) Gnome Monosoupape engine. It was then rebuilt with increased wing span and area, becoming the F.B.12A.Bruce 1969, p. 102. In December 1916 it was sent to France for operational testing, where it was deemed as good as the D.H.2 and F.E.8, a rather back-handed recommendation as both these types were by now well outclassed by the latest German fighters, the Albatros D.Is. The F.B.12B was similar to the F.B.12A, but fitted with the originally intended Hart engine, flying early in 1917.
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Because of the large span they were three bay wings, the bays separated by three pairs of parallel, vertical interplane struts; there was no stagger. On each wing another pair of parallel masts leaned outwards from the bases of the outer interplane struts to support the overhang of the upper wing and at the wing roots two more pairs of vertical interplane struts supported both the wing centre section and, just above the lower wing, the fuselage, an arrangement also used to support the short nacelle of the Type B. Instead of the nacelle and the twin booms that supported the empennage on the Type B, the Multiplace had a rectangular section, full length fuselage with the engine in the nose, built around four longerons and fabric covered. There was a long, open cockpit for passengers and pilot, the latter sitting at the back under a little cut-out in the wing trailing edge for better upward vision. The single, roughly rectangular rudder was entirely above the fuselage and was cut away on its underside to allow the deflection of the horizontal tail's trailing edge.
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The dual-fuselage, battery-powered Taurus G4 received a DLR hydrogen fuel cell powertrain to fly as the HY4, with hydrogen tanks and batteries in the fuselages, fuel cells and motor in the central nacelle. Partners are German motor and inverter developer Compact Dynamics, Ulm University, TU Delft, Politecnico di Milano and University of Maribor. Ground and flight tests should follow those of the hybrid Panthera a couple of months later. In June 2019 the company had formed a new R&D; sister company, "Pipistrel Vertical Solutions" to develop the Pipistrel 801 electric VTOL aircraft.
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A modern civil turbofan has a low specific thrust (~30 lbf/(lb/s)) to keep the jet noise at an acceptable level, and to achieve low fuel consumption, because a low specific thrust helps to improve specific fuel consumption (SFC). This low specific thrust is usually achieved with a high bypass ratio. Additionally a low specific thrust implies that the engine is relatively large in diameter, for the net thrust it generates. Consequently, such aircraft engines are normally located externally, in a separate nacelle or pod, attached to the wing, or the rear fuselage.
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The yaw drives exist only on the active yaw systems and are the means of active rotation of the wind turbine nacelle. Each yaw drive consists of powerful electric motor (usually AC) with its electric drive and a large gearbox, which increases the torque. The maximum static torque of the biggest yaw drives is in the range of 200.000Nm with gearbox reduction ratios in the range of 2000:1.Bonfiglioli Power & Control Solutions Consequently, the yawing of the large modern turbines is relatively slow with a 360° turn lasting several minutes.
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The disk brake requires a flat circular brake disk and plurality of brake calipers with hydraulic pistons and brake pads . The hydraulic yaw brakes are able to fix the nacelle in position thus relieving the yaw drives from that task. The cost however of the yaw brake in combination with the requirement of a hydraulic installation (pump, valves, pistons) and its installation in the vicinity of brake pads sensitive to lubricant contamination is often an issue. A compromise that offers several advantages is the use of electric yaw brakes.
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The saucer module, engineering hull, and twin warp nacelle design influenced producers' designs of Starfleet vessels throughout the franchise's spin-offs and films. The original series' Klingon cruiser design was retained for the first Star Trek film, and the motif of a manta ray-type hull with a bulbous prow influenced the design of Klingon vessels in subsequent films and spin-offs. The filming model's constituent parts cost under $600.Information plaque at the National Air and Space Museum, Jan 14, 2012 The Enterprise is depicted with a registry number of "NCC-1701".
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The SuperDraco engine that provides launch escape system and propulsive-landing thrust for the Dragon V2 passenger-carrying space capsule is fully printed, and was the first fully printed rocket engine. In particular, the engine combustion chamber is printed of Inconel, an alloy of nickel and iron, using a process of direct metal laser sintering, and operates at a chamber pressure at a very high temperature. The engines are contained in a printed protective nacelle to prevent fault propagation in the event of an engine failure. The SuperDraco engine produces of thrust.
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Trubshaw"Low Speed Handling with Special Reference to the Super Stall" Trubshaw, Appendix III in "Trubshaw Test Pilot" Trubshaw and Edmondson, Sutton Publishing 1998, , p. 166 gives a broad definition of deep stall as penetrating to such angles of attack \alpha that pitch control effectiveness is reduced by the wing and nacelle wakes. He also gives a definition that relates deep stall to a locked-in condition where recovery is impossible. This is a single value of \alpha, for a given aircraft configuration, where there is no pitching moment, i.e.
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The Aeromarine EO was designed as an updated replacement of the Aeromarine Model 44 for the customer Earl Dodge Osborn. Osborn was a former accountant for Aeromarine, assistant editor of Aviation magazine and future founder of Edo Aircraft Corporation. The aluminum hull was scaled down from the Aeromarine AMC design, offering advantages in durability, weight and the inability to become waterlogged. The EO was an open-cockpit aluminum-hulled biplane seaplane with a single tractor engine center mounted in a nacelle on the top wing which also housed the fuel tank and oil tank.
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The Il Gallo "Rooster" is a single place, conventional landing gear-equipped homebuilt with a cantilevered, high-wing configuration. The tractor engine is mounted forward and above the wing in a nacelle leaving and unobstructed wrap around windshield in a configuration similar to a blimp gondola. The prototype flew in Italy at a field at Nervesa della Battaglia in December 2011 with attention needed to prevent nosing over with full power. The lack of a horizon line was mitigated with tape lines on the windshield to simulate a horizon.
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It worked in a notch between the two otherwise rectangular elevators, also unbalanced. The beam now extended to the nose, with a rubber-sprung landing skid attached below it, starting near the nose and reaching back almost to the wing trailing edge. The BS.8 had a conventional, fabric-covered upper fuselage or nacelle on top of the beam from its nose to well behind the trailing edge. The pilot's position was, as before, under the leading edge, but he was now in a "comfortable" cockpit with an "ovoid" seat.
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These two pairs differed primarily in the pilot's accommodation; the early two had exposed seats and the later gliders open cockpits in full fuselages, though both the rear fuselages and empennages also differed greatly. Like all these designs, the BS.11 was a simple, high wing aircraft. Its rectangular plan, two spar, fabric covered wings were supported over the nacelle on a single, central, distorted N form strut, with an upright forward member and a sloping rear component. These met the wing at the spars, the forward one almost at the leading edge.
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The downward sloping extremities of these beams carried a slightly deeper horizontal box structure below the cross beam, with the open pilot's seat and controls upon it. On some later aircraft there was an extra vertical member for the lower cross beam to the wing root to provide the pilot with a backrest. Others enclosed him or her in a simple, light, short nacelle between the nose and the backrest strut. The rear part of the fuselage frame was based on two longer beams reaching to the tail.
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For reduction it had an integrated planetary gear. It was produced by Victoria in Nuremberg and served as a mechanical APU-style starter for all three German jet engine designs to have made it to at least the prototype stage before May 1945: the Junkers Jumo 004, the BMW 003 (which uniquely appears to use an electric starter for the Riedel APU), and the prototypes (19 built) of the more advanced Heinkel HeS 011 engine, which mounted it just above the intake passage in the sheetmetal of the engine nacelle nose.Gunston 1997, p. 141.
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The S-1 Flying Yacht was a high-wing, strut-braced monoplane with the engine mounted pusher-fashion in a nacelle atop the wing. The cabin was semi-enclosed, featuring side windows but no roof, and was located immediately ahead of the wing. Twin tails were fitted, carrying a common stabiliser in a high position. The construction was unusual, in that rather than the flying boat hull being integral with the fuselage, the Model 23's hull was a large, separate pontoon mounted directly underneath a fuselage that was a separate structure.
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It was a pusher design, reminiscent of the Royal Aircraft Factory F.E series, for example the FE8, with a full fuselage replaced with a pod or nacelle with the cockpit and the engine behind it, the empennage supported on an open frame. The Zephyr's pilot sat under the front wing with a long but downward sloping nose ahead of him. Four booms ran rearwards from the wings, two on each side converging in the vertical plane from the inner interplane struts to the tail, with rectangular bracing to stiffen them.
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The post-war R-07D Vöcsök introduced Frise ailerons. The wing was braced with streamlined steel V-struts to the lower fuselage. A flat, wooden, diagonally-braced girder formed the fuselage of all R-07s, with a deepened, ply-covered forward lower chord, longeron or keel which supported the wing struts, the pilot's seat and controls and, on its underside, a rubber sprung landing skid. On Vöcsöks the keel also supported a ply nacelle which enclosed the pilot, with fabric covering behind it to the first diagonal fuselage member.
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The Bryan Model I was built with a welded steel tube fuselage frame, wings from a Briegleb BG-6 primary glider and a Crosley automobile engine, which was later replaced by a 40 hp Continental. The Model II autoplane featured an extended Erco Ercoupe center-section, with a pusher engine at the rear of the fuselage nacelle, with twin tail booms supporting the tail section. The Ercoupe landing gear was used for the roadable operations, reaching up to 60 mph on the road. For storage and road transport the wings folded at two hinge lines.
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The Sea Bird was an amphibious utility aircraft designed in 1934–1935 by James C. Reddig for Fleetwings, Inc., of Bristol, Pennsylvania. While the aircraft's basic configuration had a precedent in the design of the Loening "Monoduck" developed by the Grover Loening Aircraft Company as a personal aircraft for Mr. Loening (for whom Reddig worked from 1929 to 1933), the Sea Bird was unusual because of its construction from spot-welded stainless steel. It was a high-wing, wire-braced monoplane with its engine housed in a nacelle mounted above the wings on struts.
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Mk 6M Gun Director A Mk 6M Gun Director is shown, originally fitted to the President-class Type 12 frigates that were in service with the South African Navy between 1959 and 1985. The two radar oval shaped nacelles contained the Type 275 radar; one nacelle for transmitting and the other for receiving. The returned signal provided the range and distance of the target. The analogue computers in the transmitting station would calculate the aim-off and pass on to the selected guns (normally the 4.5 inch gun) for the correct bearing and elevation.
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The design was for a flying boat that would make use of boundary layer control (BLC) to achieve slow speed flight. It was intended that this would enable the aircraft to land on the open ocean in rough seas and deploy a dipping sonar. Martin proposed a variant of the P5M Marlin, the P5M-3, to take advantage of this phenomenon. Martin continued development of the P5M-3 under the designation P7M Submaster, introducing two General Electric J85 BLC gas generators, one in the rear of each outer engine nacelle.
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The ITS-8 had a narrow fin mounted centrally on the tailplane, carrying a large balanced rudder but on the ITS-8W this was replaced with twin fins and rudders on the booms. The nacelle had a sprung landing skid, a semi-retractable monowheel under the wing and a long leaf spring tailwheel. On the ITS-8W the latter was faired-in and ended with a tailwheel. The ITS-8 was first flown as a glider, towed by a car and piloted by Wieslaw Stępniewski, in late August 1936.
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This meant increased danger for BOAC aircraft flying between Lisbon and Whitchurch. On 15 November 1942 G-AGBB Ibis was attacked by a single Messerschmitt Bf 110 fighter, but was able to limp on to Lisbon where repairs were carried out; damage sustained by included the port wing, engine nacelle, and fuselage.. On 19 April 1943, the aircraft was attacked at 46N 9W by six Bf 110 fighters. Captain Koene Dirk Parmentier evaded the attackers by dropping to above the ocean and then climbing steeply into the clouds.
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The aircraft dived to escape the fighters, but owing to damage already suffered, could not pull out in time, and it struck the treetops. The tail was torn off, and the crew nacelle left hanging upside down within the trees. The pilot, Lothar Mothes, survived but one crewman was killed in the crash and the third died from blood loss as a result of a severed leg. Incredibly, Mothes was able to survive two weeks in sub-zero temperatures, evading Soviet patrols while eating bark and grubs as he walked back to his base.
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He had already employed these engines on the record-breaking Heinkel He 119 reconnaissance aircraft prototypes. They consisted of a pair of DB 601 liquid-cooled 12-cylinder inverted-vee inline engines mounted side by side in a nacelle – for the He 119, centrally within the fuselage, just behind its heavily glazed cockpit enclosure – driving one propeller. The two engines were inclined inwards by 30° when mounted onto either side of their common, vertical-plane space-frame primary engine mount so that the inner cylinder banks were disposed almost vertically.
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Extended range special mission version for surveillance and reconnaissance operations, introduced at the Paris Air Show in June 2005. Features engine nacelle fuel tanks, heavy duty landing gear and increased maximum take-off weight of 7,484 kg (16,500 lb). Typical mission profile involves a 100 n mile (185 km; 115 mile) flight to on-station; low-altitude surveillance sortie for 7 hours 20 minutes; and return to base with 45 minutes' fuel reserve. By early 2010, Hawker Beechcraft was offering structured programme of upgrades for King Air 350ERISR.
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Like the previous Voisins going back to the Voisin III, the Voisin VIII had a steel tube structure to provide adequate strength, covered with aluminium sheet on the fuselage nacelle and doped fabric on the flying surfaces. The fuselage was square in section, with no attempt at reducing drag. The 3-bay wings had a constant chord and square tips, and the top wings were slightly greater in span than the lower wings. The cruciform tail was mounted on booms which tapered in plan view to a vertical knife edge that formed the rudder post.
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Early production La-17Ms did not have an autopilot, so were quickly replaced by the La-17MA, which did. Later production featured the RD-9BKR engine, with the same performance as the RD-9BK but with some minor changes to permit low-level operation, and a service life improved from 15 to 30 hours. They also featured an improved landing control system that caused the UAV to "nose up" before touchdown, as well as a landing skid under the engine nacelle. These two refinements permitted landings with much less risk of engine damage.
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A Type D powered by a larger displacement 6-cylinder Anzani, producing , was delivered from Paris on 21 June 1912 by Guillaux to Mr Ramsay in London. It had a longer nacelle which seated two, had curved, raised decking immediately ahead of the cockpit and was suspended between the innermost interplane struts, like the Type B rather than the Type C. Caudron referred to this version as the Type D2. With tanks for it had an endurance of 3 hours. A second Type D2 was constructed for Phillipe Marty.
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The overhang of the upper wing was supported by parallel, outward leaning struts from the bases of the outer interplane struts. The rear spar was ahead of mid-chord, leaving the ribs in the rear part of the wing flexible and allowing roll control by wing warping. The two seat nacelle was developed from the earlier simple, flat sided structure of the Type B, supported above the lower wing on two more pairs of external interplane struts. It was larger, with more space for the two occupants and military equipment.
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The new nacelles were smaller and had simplified supporting struts; the reduction of drag producing an improvement in maximum speed and altitude. The revised nacelle was tested in 3188, which in 1917 was flown at Martlesham Heath with a variety of engine installations. An initial order for 100 of the revised design, with Sunbeam Maori or Eagle engines, was placed on 14 August but cancelled shortly afterwards. Twelve sets of Cricklewood-built components were transferred to the Royal Aircraft Factory, where they were assembled into the first production O/400s.
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The last variant in 353 model series did not see much upgrades but was redesigned by keeping costs in mind, hence the fuel tank capacity was increased to 12 liters, the console on the tank was removed and was replaced with just a switch box on the top of headlight nacelle, the air filter was bigger with an induction silencer. The bend pipes and the mufflers were joined using rubber seals and clamps. The complicated milling brake drums were replaced with simple but efficient drums. The pneumatic hand pumps were also removed.
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Power transmission was via the same four-speed Albion gearbox as the previous model, with a unique 'neutral- finder' lever the rider could press from any gear other than first to shift to neutral. The crankshaft continued to have a fully floating big-end bearing. The headlight assembly was enclosed with the speedometer and ammeter into a nacelle, which also served as the attachment of the front suspension as well as the handlebars. An otherwise similar model, but with engine displacement of 499 cc, made its debut in 1953.
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Its flat, wooden girder fuselage was very similar to that of the Zögling, with an upper and lower horizontal pair of beams and six diagonal and vertical cross braces. Since the CAT 15's wing was rigidly braced it did not need the above wing pylon which anchored the flying wires of the Zögling. The nacelle was a wooden structure with ovoid cross-section and fabric covering which extended aft just beyond the wing trailing edge. The rear of the girder was braced laterally with a pair of steel wires to the wings.
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The angle of the blades and the direction that the turbine faces are controlled by an active, all- electric pitch and yaw system. The generator and gearbox are contained in the nacelle, which is further insulated to minimize noise emissions. Several optional features support its presence in electrical grids, including voltage regulation, low voltage ride through, and the delivery of reactive power during grid disturbances or periods of low wind. To further wind power research, a unit was commissioned at the National Wind Technology Center in late 2009.
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When the Merlin engine was removed it was discovered that the fuselage cross section was virtually identical to that of the engine nacelle of a Messerschmitt Bf 110G. Consequently, a new engine support structure was built onto the Spitfire's fuselage and the DB 605 engine and cowling panels added. A propeller unit and supercharger air intake from a Bf 109 G completed the installation. Other changes made were to replace the Spitfire instruments with German types, and to change the 12-volt electrical system to the German 24-volt type.
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The crashed F.E.1 was "rebuilt" in August 1911 as the F.E.2. In fact it was a "rebuild" in name only, as it was a completely new design, incorporating few if any actual components of the original (at this stage Farnborough were still not authorised to build aircraft from scratch). The Iris engine, seriously damaged in the F.E.1 crash, was replaced by a 50 hp. Gnome rotary engine, a two-seater nacelle was fitted, and the fore-elevator was replaced with one incorporated into a sesquiplane tail in the conventional manner.
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The Gnome was replaced by a 70 hp (52 kW) air cooled Renault V-8 engine. Effectively, although the factory now routinely constructed original aircraft, it was another case of a new design reusing the designation of an older one. It was lost in a crash near Wittering on 23 February 1914 when the pilot, R. Kemp lost control while in a dive, Kemp being unable to recover from the "steep spiral descent", killing his passenger. The rebuilt design had not had sufficient fin area to balance the area of the nacelle side.
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The CG-9 was a large transport glider of twin-boom configuration with a seating capacity for 32 troops. The central fuselage nacelle sat 20 troops, while the outboard nacelles each carried six troops. Ordered on 27 June 1942, the two prototypes, given serials 42-56697/56698, were not completed, although a mock-up had been completed and had been inspected. At the time of cancellation, on 2 December 1942, the static test airframe was 55% completed, the first aircraft 5% complete and the second aircraft only 1% complete.
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At the start of the First World War, Vickers entered into a partnership with the Hart Engine Company to develop a 150 hp (110 kW) nine- cyliner radial engine designed by Hart. This engine was planned to power a number of new designs by Vickers, the first of which was a small single-engine pusher biplane fighter, the F.B.12.Bruce 1969, p. 101. The F.B.12 shared the obsolescent pusher layout of the D.H.2 and F.E.8, although the raised nacelle vastly improved the rear view from the cockpit.
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The wing structure was formed with built-up steel spars, four in the top wing and three in the lower wing, and duralumin ribs riveted to the spars and braced internally. The fuselage was also made up from formed steel members built up into a framework which was then covered with fabric or dural sheeting. The powerplant arrangements were unorthodox, with the two outboard engines housed inside the fuselage, each driving a pusher propeller via shafts and bevel gearboxes, and a central pusher engine in a nacelle between the wings.
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The Farman III was, like the Voisin, an equal-span pusher biplane with a single forward elevator and biplane tail surfaces carried on booms. Farman's design eliminated the covered nacelle for the pilot which also carried the elevator in the Voisin: instead the elevator was mounted on two pairs of converging booms. Lateral control was effected by ailerons on both upper and lower wings. The undercarriage also differed considerably, replacing the pair of wheels with a pair of skids each carrying a pair of wheels sprung using bungee cord and restrained by radius rods.
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All produced energy is converted into direct current DC by a rectifier inside the nacelle and conducted to the inverters located in the bottom of the turbine tower. The inverters modulate the DC into alternating current (AC) with 50 Hz grid compliant frequency. Each turbine has a transformer inside the tower which transforms the voltage to the 20 kV internal grid voltage of the wind farm. At the tail station a wind farm transformer is increasing the voltage to 110,000 V and fed into the ESB network through 21 km underground cables.
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IS-A Salamandra in the Polish Aviation Museum in Kraków Construction of the Salamandra was entirely of wood with fabric covering on wings and tail unit. The fuselage consisted of a plywood covered nacelle for the single seat cockpit, with a wire-braced open strut rear fuselage supporting the cruciform style tail-unit. The high mounted wire braced wings were supported by struts from the bottom of the fuselage to approx 1/5 span. Later versions introduced airbrakes in the wings (Salamandra 49) and a windscreen (Salamandra 53).
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In August 1915, the Austro-Hungarian Imperial and Royal Aviation Troops (Luftfahrttruppen) awarded funding to Lloyd for construction of a new heavy bomber that could carry a bomb-load and have endurance of at least 6 hours. The aircraft was to be powered by one powerful engine in a pusher configuration housed in a central nacelle and two smaller engines mounted in twin booms on either side. In January 1916, Lloyd received specifications and drawings for a large triplane that was to be known as the Luftkreuzer. Engine testing in June 1916.
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The Voisin III had proved a successful bomber, but its payload was limited by the Salmson M9 engine, which produced only 120-hp. With an already identified need to develop a heavier and more powerful aircraft to deliver a larger bomb-load, an interim measure was taken to produce a Voisin Type III with a 150-hp Salmson P9 engine. At the same time, the airframe was strengthened and the central nacelle streamlined. The new engine was placed on a raised platform to provide clearance for the propeller and was angled to provide downward thrust.
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1966 saw the introduction of the D10, still 175cc and 3 speed gearbox but with increased power. The electrical system was further revised with a new type of Wipac alternator and rotor. The points were moved from the nearside to a separate housing in the primary drive cover on the offside, apart from this the bike's external appearance was very similar to the late D7 models. There were 2 variants added to the range both with 4 speed gearboxes, high level exhaust and forks with no nacelle but a separate headlamp.
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GE Propulsion Test Platform 747-400 As it is larger than the GE90, for testing it fits only the 747-400 with larger main gear struts and bigger tires and not the previous -100 GE testbed, and the tested engine is tilted 5° more than the original CF6. Boeing built a large, specially designed pylon for the testbed. Suspended on a strut, the fourth engine of the program has been mounted in November to begin flight testing at the end of 2017. The fan is encased in a nacelle, with of ground clearance.
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Having demonstrated the feasibility of the balloon probe, which he gave the name of weather balloon, and thanks to the support of the Union Aerophile de France, they then launch a series of balloons capable of carrying more than 10,000 meters a nacelle weighing several kilograms containing recording devices which inaugurated a series of international scientific ascents. In 1898 Léon Teisserenc de Bort organized the beginnings of systematic sounding of the atmosphere at the Trappes Observatory of Dynamic Meteorology . Gustave Hermite died on November 9, 1914 in Bois-Colombes, a suburb of Paris.
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Engineer and inventor Aurel Vlaicu, who was among the first pilots in Romania, began the design of the third in his series of powered aircraft in the second half of 1911. The design was based on his earlier A Vlaicu II. A nacelle underneath a parasol wing housed the pilot and a Gnome Gamma engine. Gears, chains and shafts drove two propellers, one in front of and one behind the wing; these turned in opposite directions to cancel each other's torque. Like Vlaicu's other designs, the A. Vlaicu III did not have ailerons.
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BMW 801J radial piston engines at the front drove twin propellers in the ordinary manner, while slung below and behind each of these and faired into the nacelle was a jet engine. Three versions were studied, each having a different type of jet engine; the P 203.01 had Heinkel-Hirth HeS 011A engines, the P 203.02 a Junkers Jumo variant and the P 203.03 a BMW type. Outboard of the nacelles were thinner and shallower, lower-drag outer wing sections.Cowin (1963)Masters (1982) Besides the tail barbette, additional armament was housed in the nose.
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In March 1941, the Army/Navy Standardization Committee decided to standardize use of updraft carburetors across all U.S. military branches. The XP-61, designed with downdraft carburetors, faced an estimated minimum two-month redesign of the engine nacelle to bring the design into compliance. The committee later reversed the updraft carburetor standardization decision (the XP-61 program's predicament likely having little influence), preventing a potential setback in the XP-61's development. The Air Corps Mockup Board met at Northrop on 2 April 1941, to inspect the XP-61 mock-up.
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Other facilities in Colorado include a further 750 persons employed at a blade manufacturing facility in Windsor, Colorado. Vestas has nacelle and blade manufacturing facilities in Brighton, Colorado and also operates a tower facility in Pueblo, Colorado. Vestas said it decided to build its North American production facilities in Colorado because of the state’s central location, extensive transportation infrastructure and rail system, existing manufacturing base, and skilled workforce. In May 2013, Marika Fredriksson became the company's new Executive Vice President and Chief Financial Officer after her predecessor Dag Andresen resigned for personal reasons.
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The main fuel tank was behind the cabin and between the wing spars, with a smaller fuel tank in the engine nacelle that was fed by a fuel pump. The Wasp Jr. radial engine was mounted as a pusher, which made passenger egress safer, and reduced cabin noise. Starting was accomplished with an inertial hand starter. The wings were built around two spruce spars, with ribs and leading and trailing edges in spot welded chromium-molybdenum alloy (chrome- moly) steel, all covered in fabric sealed and tightened with aircraft dope.
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One SST VCE concept is the Tandem Fan engine. The engine has two fans, both mounted on the low-pressure shaft, with a significant axial gap between the units. In normal flight, the engine is in the series mode, with the flow leaving the front fan passing directly into the second fan, the engine behaving much like a normal turbofan. However, for take-off, climb-out, final-descent and approach, the front fan is allowed to discharge directly through an auxiliary nozzle on the underside of the powerplant nacelle.
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One of the problems with Concorde and the Tu-144's operation was the high engine noise levels, associated with very high jet velocities used during take-off, and even more importantly flying over communities near the airport. SST engines need a fairly high specific thrust (net thrust/airflow) during supersonic cruise, to minimize engine cross-sectional area and, thereby, nacelle drag. Unfortunately this implies a high jet velocity, which makes the engines noisy which causes problems particularly at low speeds/altitudes and at take-off.Concord Airport Noise globalsecurity.
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After showing the assembly of the tail end of the fuselage frame, the covering of this and the main fuselage is also shown. While the covering is being completed, the weatherproofing of the finished parts with resin (dope), is seen beginning. An overhead crane brings an engine to be fitted to the rest of the power nacelle, referred to as the 'egg', followed by more scenes of engine assembly. The film then shows all the major parts being moved to a main assembly area, including moving the whole fuselage.
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Rear view of V-1 in IWM Duxford, showing launch ramp section The Argus pulsejet's major components included the nacelle, fuel jets, flap valve grid, mixing chamber venturi, tail pipe and spark plug. Compressed air forced gasoline, from the 640 liter fuel tank, through the fuel jets, consisting of three banks of atomizers with three nozzles each. Argus' pressurized fuel system negated the need for a fuel pump. These nine atomizing nozzles were in front of the air inlet valve system where it mixed with air before entering the chamber.
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He was ejected from the navy on the Bourbon Restoration due to his liberal views and started writing pamphlets, leading him into several stand-offs with the law, firstly at Brest in 1819 due to his writings in La Guêpe, then at Rouen in 1823 in La Nacelle. The latter forced him to become a sailor again, this time in the merchant navy. He sailed for ten years as a long-distance captain of the Nina (an old three-master captured from the British), mainly between Le Havre and Martinique.
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After being damaged in a landing accident in 1919, Grahame-White rebuilt the Ganymede into a civil airliner, becoming the E.9 Ganymede. The central engine was removed completely, while the two remaining engines were replaced by 450 hp (336 kW) Napier Lions. The nacelle was rebuilt with two pilots in an open cockpit ahead of a glazed cabin housing 12 passengers. The modified aircraft was granted a Certificate of Airworthiness on 12 September 1919, with the Aircraft registration G-EAMW, but was destroyed in a fire in September 1920.
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The V-Jet II was an all-composite structure with a forward-swept wing, a V-tail, each fin of which was mounted on the nacelle of one of the two engines. The overall design was quite reminiscent of the LearAvia Lear Fan, although much smaller. Williams had not intended to produce the aircraft, but it attracted a lot of attention, and Eclipse Aviation was founded in 1998 to further develop and produce the aircraft. The airframe was significantly redesigned as an all- metal structure sporting a T-tail, and the name Eclipse 500.
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The radiators on the early models were either from Scotts or Velocette LE's. The Silk Engineering company was taken over by the Kendal based Furmanite International Group in 1976 who continued production of the Silk 700S and in 1977 it was upgraded to the 700S Mk2, which Silk called the Sabre. Improvements from the Mk 1 included finned cylinder barrels, a redesigned seat, instruments, and rear light nacelle. In 1978 the 100th Silk motorcycle was produced and production continued until December 1979 when Silk realised they were losing £200 with every motorcycle sold.
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The Austin–Bergstrom International Airport runway incident on May 7, 2020, involved an adult male pedestrian who breached the airport's security and was fatally struck by a Boeing 737-700 operated on Southwest Airlines Flight 1392 (between Dallas Love Field and Austin–Bergstrom International Airport) as it landed on runway 17R. No injuries to passengers or crew in the aircraft were reported, however the plane sustained damage to its left engine nacelle. The accident and security breach are currently undergoing investigation by the Federal Aviation Administration, local law enforcement, and the Transportation Security Administration.
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III of 1916. ;VGO.III (also designated as R.III) :To overcome the low power experienced with the V.G.O.I and V.G.O.II, VGO fitted an identical airframe with six Mercedes D.III engines in three pairs, two side by side in the nose geared to a single tractor propeller and two side by side in each nacelle, with each pair geared to a single pusher propeller apiece. After delivery to the Luftstreitkräfte as 'R 10/15', the V.G.O.III was used at the eastern front by Rfa500 (Rfa – Riesenflugzeugabteilung – "giant aircraft unit"). One built.
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The tailplane, mounted on the upper booms and bearing a full-width elevator, had a span of 18 ft 10 in (5.74 m), no less than 78% of the wingspan. A pair of fin and rudders joined the upper and lower booms, a height of about 7 ft 6 in (2.3 m). The "reversed" undercarriage of the Scout was abandoned and the mainwheels were mounted on a single axle supported by two pairs of struts to the nacelle. Though photographs show the gunport, the gun itself was probably never fitted.
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Barnes 1988, p. 284. The wing centre section was inserted into the centre fuselage and the nacelle structure was an integral part of the ribs, to which the main undercarriage was attached. Transport joints were used on the fuselage and wings: this allowed sub-contractors to manufacture the Beaufort in easily transportable sections and was to be important when Australian production got under way. The Vickers main undercarriage units were similar to but larger than those of the Blenheim and used hydraulic retraction, with a cartridge operated emergency lowering system.
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The flying boat style MU-4 training amphibian was a single-engined side-by-side two-seat biplane. The single engine was supported in front of the upper mainplane by a short nacelle and the cabane struts of the wing. The upper wing was supported on dural interplane and cabane struts which were braced with flying and landing wires. Built predominantly of wood the wings and strut braced tail surfaces were part plywood and part fabric covered, whilst the fuselage was built up from wooden frames and plywood skinning.
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Bruce 1968, pp. 42–43. F.E.2bs were experimentally fitted with flotation bags for operation over water and were also used to conduct anti-submarine patrols, operating from the Isle of Grain at the mouth of the Thames River. A total of 35 aircraft derived from the F.E.2 were sold to China in 1919 by Vickers as Vickers Instructional Machines (VIM), to be used as advanced trainers, having a redesigned nacelle fitted with dual controls and powered by a Rolls-Royce Eagle VIII engine.Andrews and Morgan 1988, p. 477.
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She was long with a beam of , compared to 38 feet for Miss America X. Her estimated top speed on paper was to be 130 mph. It was usual at this time for English hydroplanes to have their engines mounted as far astern as possible (Gar Wood disagreed, and had pointed this out to Segrave). In Cooper's usual style, the hull was wide and low, with a narrow, rounded, central superstructure. The engine was placed right back to the transom and the superstructure was extended rearwards in a fabric-covered overhanging conical nacelle.
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Chantiers Aéro-Maritimes de la Seine (CAMS) submitted prototype aircraft in two categories for the Navy requirement - as both a reconnaissance aircraft and a transport. The design was a conventional biplane flying boat with equal-span unstaggered wings and two engines mounted in a single nacelle in tractor- pusher configuration on struts in the interplane gap. Accommodation consisted of an open cockpit for two, plus open bow and dorsal gun positions on the reconnaissance machine, or an enclosed cabin for seven passengers on the transport version.Taylor and Alexander 1969, pp. 78–79.
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In addition, an exhaust system to reduce noise levels to below those from ejector exhausts was devised for the North Star/Argonaut. This "cross-over" system took the exhaust flow from the inboard bank of cylinders up-and-over the engine before discharging the exhaust stream on the outboard side of the UPP nacelle. As a result, sound levels were reduced by between 5 and 8 decibels. The modified exhaust also conferred an increase in horsepower over the unmodified system of , resulting in a 5 knot improvement in true air speed.
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The Charabanc was built by the Grahame-White company to meet the demand for passenger-carrying flights, which could not be satisfied by the existing two- seat designs. Designed by J. D. North, it was an unequal-span pusher biplane with ailerons on both upper and lower wings and a biplane tail unit with three rudders mounted on booms. An elongated nacelle mounted on the lower wing housed the pilot in the front and four passengers in two rows of two seats behind. The wing spars, tail booms and outer interplane struts were of hollow section spruce, and the nacelle and inner struts were of ash. It first flew in 1913 powered by a 120 hp (89 kW) Austro-Daimler engine, and in this form was flown by Louis Noel with seven passengers aboard to set a British world record on 22 September 1913: on 2 October, he set a world record in carrying nine passengers, staying aloft for nearly twenty minutes.Lewis, Peter M. H. British Aircraft 1809-1914 London: Putnam, 1962 pp 284-285 but to meet the entry requirements for the 1913 Michelin Cup, which required an all-British aircraft, this was replaced by a British-built 100 hp (75 kW) Green E.6 engine.
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The General Electric CF700 nacelle with its distinctive bypass intake The later Garrett TFE731 nacelle with a conventional intake During the 1950s and 1960s, the French government, which had taken a significant interest in the re- establishment and growth of its national aviation industries in the aftermath of the Second World War, developed a detailed request for a combined liaison/trainer aircraft, to be equipped with twin-turbofan engines. Among those companies that took interest in the government request was French aircraft manufacturer Dassault Aviation. In December 1961, French aircraft designer and head of Dassault Aviation, Marcel Dassault, gave the go-ahead to proceed with work towards the production of an eight-to-ten-seat executive jet/military liaison aircraft, which was initially named as the Dassault- Breguet Mystère 20. The emerging design was of a low-wing monoplane which drew upon the aerodynamics of the transonic Dassault Mystère IV fighter-bomber and was equipped with a pair of rear-mounted Pratt & Whitney JT12A-8 turbojet engines.Block, Thomas H. "Foreign Accent: Two French Jets to Go." Flying, April 1973. Vol. 92, No. 4. ISSN 0015-4806. p. 20. On 4 May 1963, the Mystère 20 prototype, registered F-WLKB, conducted its maiden flight from Bordeaux–Mérignac Airport, Gironde, France.
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The Macchi M.33 was a single-seat, wooden, shoulder-wing monoplane flying boat of very clean aerodynamic design for its time. Its cantilever wing was fairly thick and carried stabilizing floats on each side. Italy lacked competitive racing engines in 1925, so the M.33 was powered with a used 1923 Curtiss D-12 engine rated at 378 kilowatts (507 horsepower) in a streamlined nacelle mounted on struts above the fuselage and driving a two-bladed tractor propeller. The M.33 had a flat-plate radiator, a type that was obsolescent by 1925, rather than modern surface radiators.
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After Fokker's visit to the Wasserkuppe during the 1921 contest, he set about designing and building a two-seat biplane glider to fly at the 1922 competition. A strut- and wire-braced biplane with tail surfaces supported on an open framework, Fokker's glider had a fabric-covered two-seat tandem cockpit nacelle sitting on the lower wing. The rear seat was close to the centre of gravity which ensured that the centre of gravity position was not affected whether the rear seat was occupied or not. Fokker also built a similar single-seat biplane glider which was not flown regularly.
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1958 250 TR with "pontoon fender" Scaglietti body. The channels for front brake cooling are clearly visible Interior of 1958 250 TR. For the 1958 250 TR, new bodywork was developed in collaboration between Scaglietti and Chiti with several innovations on the previous 4-cylinder Testa Rossa body. Instead of the conventional fully enclosed front end, the new body had a distinctive cut-away nose reminiscent of a Formula 1 car. The protuberant central air intake was now flanked by deep channels and the headlights were set into nacelle- or pontoon-like fenders that enveloped each front wheel.
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Ventral nacelle deleted. 1,000 L (260 US gal) fuel tank mounted in the bomb bay. The forward machine gun was retained, with its flash protection, probably as an anti-ship weapon.Savoia-Marchetti S.M.79B ;SM.79B :Twin-engine export version powered by the less reliable Fiat A.80 engines and with a glazed nose for improved bomb-aiming. More economical but slower () and 21.45 minutes to than the standard SM.79, but weighing , around less than the basic SM.79), was longer (), and had the same armament. Iraq bought five, but this version achieved little success in Italy. ;SM.
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The resulting Twin Seaplane was based closely on the Twin Landplane, with the central nacelle removed and cockpits for the crew of two fitted in the two fuselages behind the wings. The first prototype, which was delayed by the unavailability of the engines, was completed in 1916, but proved during testing to be unable to carry both a torpedo and a full fuel load. Two modified aircraft followed, with longer float struts and new tail surfaces. These two aircraft also proved underpowered, and the type was abandoned, with the last Twin Seaplane written off in 1917.
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The information on the propeller-cowling-nacelle combinations, presented in NACA Report No. 592, NACA Report No. 593, NACA Report No. 596, and NACA Technical Note No. 620 is applied to the practical design of NACA cowlings. The main emphasis is placed on the method of obtaining the dimensions of the cowling; consequently, the physical functioning of each part of the cowling is treated briefly. A practical method of designing cowlings and some examples are presented. When the radial air- cooled engine was first introduced, the engine cylinders were cooled by exposing them to the air stream.
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The fan diameter of the SuperFan was planned to be 107 in (2.72 m), resulting in a nacelle with a diameter of 120 in (3.05 m) made from composite materials. To ensure a good performance also in partload ratings and to support the thrust reverser, a variable-pitch mechanism for the 18 fan blades would have been installed. The blades itself were designed as hollow titanium blades. The fan blades would be shrouded by a cowling, but unlike with normal turbofans, the fan cowling would not extend backward, and the rest of the engine would be enclosed in a separate, slimmer cowling.
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A mechanical drum brake or disk brake is used to stop turbine in emergency situation such as extreme gust events or over speed. This brake is a secondary means to hold the turbine at rest for maintenance, with a rotor lock system as primary means. Such brakes are usually applied only after blade furling and electromagnetic braking have reduced the turbine speed as the mechanical brakes can create a fire inside the nacelle if used to stop the turbine from full speed. The load on the turbine increases if the brake is applied at rated RPM.
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Chyeranovskii's smallest aircraft was the BICh-20 Pionyer, following broadly similar lines to its predecessors, the airframe was constructed of wood with a low aspect ratio tapered wing carrying suspended ailerons and flaps at the trailing edge. The engine and pilot were accommodated in the central nacelle with the cockpit canopy forming the leading edge of the broad chord fin and rudder. Flight tests were carried out, with ski undercarriage from early 1938, to investigate the turning performance of the tailless designs, particularly in flat horizontal flight without banking. Tests demonstrated turns up to 35 deg while the wings remained horizontal.
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Schematic representation of a wind turbine pneumatic yaw brake system. In order to stabilize the yaw bearing against rotation a means of braking is necessary. One of the simplest ways to realize that task is to apply a constant small counter-torque at the yaw drives in order to eliminate the backlash between gear-rim and yaw drive pinions and to prevent the nacelle from oscillating due to the rotor rotation. This operation however greatly reduces the reliability of the electric yaw drives, therefore the most common solution is the implementation of a hydraulically actuated disk brake.
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Trent 700 nacelle on the A330 has an exhaust mixer Rolls-Royce was studying a RB211 development for the Airbus A330 at its launch in June 1987. The Trent 700 was first selected by Cathay Pacific in April 1989, first ran in summer 1992, was certified in January 1994 and put into service in March 1995. Keeping the characteristic three-shaft architecture of the RB211, it is the first variant of the Trent family. With its fan for a 5:1 bypass ratio, it produces 300.3 to 316.3 kN (67,500-71,100 lbf) of thrust and reaches an overall pressure ratio of 36:1.
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Vorreiter (1911) These "ailerons d'ascension et de descente" as they were referred to at the time,Nacelle de Dirigeable. delcampe.com, Retrieved: 24 April 2012. are clearly visible in the still photograph taken from the short film "Decollage d'un ballon dirigeable" ("The Take-off of a Dirigible Balloon"), made in Moisson by the pioneering French film-maker Alice Guy- Blaché before her emigration to the United States in March 1907. The pilot operated the controls at the bows of the gondola, forward of the engine, while the engineer controlled the engine from his position at the stern.
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The Loening's entry was a conventional biplane that featured flying boat hull, retractable main landing gear and a single R-985 Wasp Junior engine in a nacelle on the upper wing. The pilot and observer were seated in an enclosed cockpit that also encompassed some of the interplane struts, resulting in a curiously shaped glazing area. The XS2L-1 was delivered for official trials in February 1933. Although it showed marginally better performance than its rivals, it still offered no considerable advantages over the existing floatplanes like the Vought O3U-3 and Berliner-Joyce OJ-2, and no production resulted.
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The Boland 1912 biplane was more of a refinement of Frank Boland's previous tailless aircraft. Still using the wing 'jibs' he developed for lateral control, this aircraft introduced a crudely constructed nacelle for the pilot, passenger and engine. This was the aircraft that Boland took on tour to Venezuela and the West Indies in 1912, becoming the first person to fly an aircraft in Venezuela. It was also the aircraft he was flying in Port of Spain, Trinidad on January 23, 1913 when a failure in the forward structure of the aircraft caused it to dive unexpectedly into the ground, killing him.
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In the event of excessive loads on the Boeing 747 engines or engine pylons, the fuse pins holding the engine nacelle to the wing are designed to fracture cleanly, allowing the engine to separate from the aircraft without damaging the wing or wing fuel tank. Airliners are generally designed to remain airworthy in the event of an engine failure or separation, so that they can be landed safely. Damage to a wing or wing fuel tank can have disastrous consequences. The Netherlands Aviation Safety Board found that the fuse pins had not failed properly, but instead had fatigue cracks prior to overload failure.
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By September Van Meel was flying a second, much modified version, a two- seater intended for military reconnaissance. This was bigger and had a rectangular cross-section nacelle stretching forward from the trailing edge well beyond of the leading edge, with the pilot at the front and an observer in tandem behind. The undercarriage was strengthened by replacing the single forward strut with a V to match the one at the rear. Later, this land undercarriage was replaced by floats, each attached by two pairs of struts fore and aft; in this form it was nicknamed the "Waterbrik".
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During his short career, Aurel Vlaicu designed and built one glider and three airplanes of his own design. He perfected his design on rubber band powered models he began experimenting with while a student in Munich. Vlaicu's three powered airplanes had one central aluminum tubing, the flight controls in front, two counter-rotating propellers, one mounted ahead of the nacelle, and the other to the rear of the wing up high, partially counteracting each other's torque. They employ tricycle-landing gears with independent trailing arm suspension, had brakes on the rear wheel, and were equipped with Gnome rotary engines.
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The outer end of this centre section was strut braced to the lower fuselage. The TC.33 was also unusual in having a lower wing of (slightly) greater span than the upper; most unequal span wings had a larger upper wing. The four evaporatively cooled Rolls-Royce Kestrel engines were mounted in two nacelles, each containing a tractor-pusher pair together with their steam condenser and mounted between the wings at the end of the centre section. They were each carried by two vertical struts above the nacelle, complicated strutting below and by further strutting to the lower wing roots.
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Each R.VI bomber cost 557,000 marks and required the support of a 50-man ground crew. The R.VI required a complex 18-wheel undercarriage consisting of twin nosewheels and a quartet of four-wheeled groupings for its main gear to support its weight, and carried two mechanics in flight, seated between the engines in open niches cut in the center of each nacelle. The bombs were carried in an internal bomb bay located under the central fuel tanks, with three racks each capable of holding seven bombs. The R.VI was capable of carrying the 1000 kg PuW bomb.
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The first R 2 Superwal, (D-1115), made its maiden flight on 30 September 1926. Two 650 hp Rolls-Royce Condor III engines were mounted in tandem in a nacelle above the wing and in line with the hull; one engine drove a tractor propeller and the other drove a pusher propeller. D-1115 was the largest flying boat that could be built in the postwar Dornier factory in Manzell. The Superwal went into service with Severa and later DVS in List, both organisations of the German government, tasked to develop military seaplanes, ignoring restrictions of the Versailles treaty.
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The fs26 Moseppl is a cantilever high-wing monoplane with a monocoque nacelle fuselage and a glassfibre/balsa sandwich wing structure, fitted with airbrakes but no flaps or ailerons. To make room for the engine the Moseppl has twin fins and rudders attached to the wing trailing edge with an all-moving tailplane between the tops of the vertically surfaces. The pilot sits in an enclosed cockpit with a transparent canopy and the landing gear is a retracting rear monowheel and non-steerable nosewheel. The rear-mounted engine is a Solo-Hirth engine with a variable pitch pusher propeller.
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He then collaborated with the Société Astra (Société Astra des Constructions Aéronautiques) on the manufacture of a more conventional craft. Astra were responsible for the manufacture of the envelope, and Clement-Bayard took responsibility for the nacelle and engine. After this collaborative effort the company started manufacturing the envelopes as well, at a new factory in La Motte-Breuil built in anticipation of orders from the French Army, who had decided to commence airship operations. The Clément-Bayard No.1 airship was offered to the French government but was too expensive so it was bought by Tsar Nicholas II for the Russian army.
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The eventual configuration was rare in terms of contemporary fighter aircraft design, with the preceding Fokker G.1, the contemporary Focke-Wulf Fw 189 Luftwaffe reconnaissance aircraft, and the later Northrop P-61 Black Widow night fighter having a similar planform, along with a few other unusual aircraft. The Lockheed team chose twin booms to accommodate the tail assembly, engines, and turbo-superchargers, with a central nacelle for the pilot and armament. The XP-38 gondola mockup was designed to mount two .50-caliber (12.7 mm) M2 Browning machine guns with 200 rounds per gun (rpg), two .
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Its three-bay equal span wings were fitted with ailerons on both upper and lower wings, while the elevators had large horn balances (the amount of control surface forward of the hinge).Bruce 1957, pp. 411–412. The first prototype crashed on 14 September 1917, and was rebuilt with a new nacelle with the searchlight removed, and the gunner, who was armed with a 1.59-inch (40-mm) Breech-Loading Vickers Q.F. Gun, Mk II, moved ahead of the pilot. A fixed Lewis gun was mounted externally on the starboard side of the fuselage, to be operated by the pilot.
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166 since the focus of attention was indeed generally on the pilots rather than on those who were responsible for the design and constructionof the aircraft. Powered by a 50 hp V8 Antoinette engine,Opdycke (1999) p.263 it was a pusher configuration two-bay biplane with a wingspan of . A biplane elevator was carried in front of the wings on the end of a short nacelle and a boxkite-like biplane empennage of half the span of the mainplanes with three vertical surfaces each carrying a trailing-edge rudder was carried on booms behind the wings.
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From the Type B of 1911 to the World War I Caudron G.3 Caudron biplanes had a common layout with tractor engines, occupants in a nacelle mounted between the wings and empennage on twin booms. The earlier Types B-D in this sequence began as equal span biplanes, then were modified into sesquiplanes. In its original form, the Type C was an equal span, wire braced two bay biplane, though the inner bay was only about half the width of the outer. The two spar fabric covered wings had the same rectangular plan apart from angled tips.
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Its broad, constant chord ailerons were longer than those of the Hols der Teufel, ending at the blunt, rounded tips. The wing was supported over the fuselage by two vertical cabane struts, one on each side of the forward cockpit and a single, vertical strut centrally behind the rear cockpit. Two faired, parallel lift struts on each side ran from the lower forward fuselage to the wing at about 40% of the span. The Poppenhausen had a light nacelle fuselage extending well behind the wing trailing edge and ending at a forward leaning vertical knife edge.
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The Panthera drivetrain will be divided in modules: electric motor thrust generator and internal combustion power generator in the nose, human-machine interface and computing, fuel and batteries in the wing. Ground testing is planned for 2019 before flight tests in 2020. The Pipistrel Taurus G4 taking off from the Sonoma County Airport in California The dual-fuselage, four-seat, battery-powered Pipistrel Taurus G4 received a DLR hydrogen fuel cell powertrain to fly as the HY4 in September 2016, with hydrogen tanks and batteries in the fuselages, fuel cells and motor in the central nacelle.
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A standard tuned mass damper for wind turbines consists of an auxiliary mass which is attached to the main structure by means of springs and dashpot elements. The natural frequency of the tuned mass damper is basically defined by its spring constant and the damping ratio determined by the dashpot. The tuned parameter of the tuned mass damper enables the auxiliary mass to oscillate with a phase shift with respect to the motion of the structure. In a typical configuration an auxiliary mass hung below the nacelle of a wind turbine supported by dampers or friction plates.
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Importantly, it differed from the earlier Voisin aircraft in having provision for lateral control in the form of ailerons, which allowed Voisin to dispense with the "side-curtains" between the wings characteristic of his earlier aircraft. Rougier's aircraft had biplane mid-gap ailerons mounted on the front outer pair of interplane struts. The undercarriage consisted of a pair of mainwheels under the wings, a large nosewheel carried between a pair of inverted V-struts under the front of the nacelle and a small tailwheel mounted on the bottom of the fin. It was powered by a 50 hp E.N.V. water-cooled V8.
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Gunston and Gilchrist 1993, pp. 175-176. The structure itself made up 13.8 per cent of the aircraft's gross weight, an exceptionally low figure for the era, while the wing was considered to be extremely thin as well. Several key features of the engine, including the nacelle and the inlet, were unlike any existing aircraft, having been devised from guidance by aerodynamicists. Specifically, the inlets used moving conical spikes, being fully aft on the ground and at low speeds to maximise air intake, then driven forward while being flown at high speeds to minimise the annular gap.
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However, the 747X family was unable to attract enough interest to enter production. Some of the ideas developed for the 747X were used on the 747-400ER."Boeing Launches New, Longer-Range 747-400". Boeing, November 28, 2000. After the 747X program, Boeing continued to study improvements to the 747. The 747-400XQLR (Quiet Long Range) was meant to have an increased range of , with better fuel efficiency and reduced noise. Changes studied included raked wingtips similar to those used on the 767-400ER and a 'sawtooth' engine nacelle for noise reduction."Boeing Offers New 747-400X Quiet Longer Range Jetliner".
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Flight- and sea trials in 1936 revealed weaknesses in the bows, floats and engine nacelle pylon, which were all strengthened. Performance was deemed to be good, prompting an order for a second prototype with the fuselage lengthened by to and a slightly enlarged wing; this was designated ARK-3-2 and the first prototype was re-designated ARK-3-1. A production order for five aircraft was placed, with production commencing immediately. On 14 July the ARK-3-1 was destroyed following a structural failure; the ARK-3-2 was destroyed exactly one year later and the programme was cancelled.
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Head-on view of the XP-67 On 6 September 1944, the starboard engine of the XP-67 caught fire during a test flight, and test pilot E.E. Elliot executed an emergency landing at Lambert Field in St. Louis, Missouri. He attempted to park the craft pointing into the wind to blow the flames away from the airframe, but the starboard main landing gear brakes failed, pivoting the XP-67 so the flames blew directly towards the aft fuselage. Elliot escaped safely, but the blaze gutted the fuselage, engine, nacelle, and starboard wing; the aircraft was a total loss.Mesko 2002, p. 5.
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The investigation concentrated on determining why the inner lower boom had failed at 70% of its retirement life.Accident Investigation Report, page 26Accident Investigation Report, page 24 The fatal fatigue crack in the inner lower boom had initiated at a bolt hole at Station 143, the rearmost of five bolt holes for attachment of the inner engine nacelle to the lower boom. These holes were ⅞ inch (2.22 cm) diameter and were anodised to resist wear and corrosion. A cadmium-plated steel bush of length 1 ⅝ inch (4.13 cm), chamfered at one end, was pressed into each hole.
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The Do S was powered by four Hispano-Suiza 12Lbr water-cooled V-12 engines, mounted above the wings in push-pull configuration pairs and driving four-bladed propellers. Each engine in a pair had a radiator occupying half the front of the rectangular section nacelle. Each pair was mounted on two V-struts and two wider-spread inverted V-struts to the forward and central spars. The upper engine mountings were braced together centrally by a narrow-chord structure which acted as an auxiliary wing as well as being part of the main wing bracing structure.
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Jarosław Naleszkiewicz's Naleszkiewicz JN 1, nicknamed Żabuś II (Froggy II; the Jach Żabuś was an earlier, unrelated Polish glider) was an experimental tailless glider which was intended to test the behaviour of a proposed twin-engined aircraft of the same configuration. It was preceded by a series of rubber- powered models which proved flight stability and suggested good performance. In essence the wooden JN 1 was a high aspect ratio, cantilever wing with a short, bulbous central nacelle and wingtip vertical surfaces. Its two part wing was trapezoidal in plan, with most of the sweep on the leading edge.
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The Silk Engineering company was taken over by the Kendal-based Furmanite International Group in 1976 who continued production of the Silk 700S and in 1977 it was upgraded to the 700S Mk2, which Silk called the Sabre. Improvements from the Mk 1 included finned cylinder barrels, a redesigned seat, instruments and rear light nacelle. Porting and timing revisions plus a higher compression boosted power to a more respectable 48 hp, but the price continued to rise. In 1978 the 100th Silk motorcycle was produced and production continued until December 1979 when Silk realised they were losing £200 with every motorcycle sold.
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The Bigiarella was a single seat high wing braced monoplane, constructed from wood and fabric. Its fuselage, though conventional, was a new design but otherwise the Bigiarella was very similar to the BS.8 Biancone, using the same wings and support structure. The Biancone, though it had a nacelle housing the cockpit had retained the fuselage boom of its predecessor, the BS.7 Allievo Italia. In contrast, the Bigiarella had a full, rectangular cross section fuselage which was only slightly tapered, the deepest section containing the pilot's open, unscreened cockpit in front of and below the wing's high leading edge.
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At the time, there was no way of synchronising such a weapon with the propeller, or of mounting it elsewhere than the fuselage, so a pusher configuration was necessary, the pilot sitting in a nacelle with the gun in its nose. In order to make the aircraft more manoeuvrable and in particular to increase its roll rate, a triplane configuration was chosen. This provided about the same total wing area as that of the biplane Scout with a lower moment of inertia about the roll axis. The Triplane had single-bay wings with heavy stagger, carrying six ailerons.
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Goodrich Aerostructures Service Centre - Asia Pte Ltd (GASCA) is a 40/60 joint venture between SIA Engineering Company (SIAEC) and Collins Aerospace (formerly UTAS). GASCA's core focus is the maintenance, repair and overhaul (MRO) of nacelle systems and airframe composites components to APAC customers, for aircraft such as the Boeing 787 and Airbus A350. Having implemented s supply chain programme with Boeing, GASCA is also the first non-Boeing facility to be accredited as Boeing's Network Service Centre (NSC). JAMCO Aero Design & Engineering Pte Ltd (JADE) is a 45/5/50 joint venture between SIA Engineering Company (SIAEC), JAMCO America and JAMCO Corporation.
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Apart from the changed engines, which were of slightly smaller diameter, the two types were virtually identical. Orders for the Bre 691 were switched to the new type and more than 200 of the latter had been completed by the time of France's defeat. Late production versions of the Bre 693 introduced propulsive exhaust pipes that improved top speed by a small margin as well as, according to some sources, a pair of additional machine guns in the rear of each engine nacelle. Belgium ordered 32 licence-built copies but none were completed before the Belgian collapse.
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In summer 1914, just before the outbreak of the First World War, the French government ordered a single example of a twin-engined bomber from the Samuel White shipyard in Cowes, Isle of Wight. The result, designed by Howard T. Wright, chief designer of White's aircraft department (which operated as Wight Aircraft after its location), was a very large twin boom biplane with five-bay folding wings, powered by two 200 hp (149 kW) Salmson water-cooled radial engines fitted in the front of the fuselage booms. The crew of three was housed in a small central nacelle between the twin booms and situated on the lower wing.Goodall 1998, p.73.
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The SPAD A.1 prototype was the first aircraft produced by SPAD following its reorganization from the pre-war Deperdussin company. The chief designer, Louis Béchereau, had been involved in designing that firm's successful monocoque racing monoplanes, and many design details were carried over from the Deperdussins. The aircraft was designed to carry not only its pilot in the normal position, but also an observer in a streamlined nacelle ahead of the propeller. This configuration was an attempt to combine the advantages of the tractor and the pusher types, giving the observer a clear field of view to the front and sides without the drag penalty of the typical pusher.
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Gearbox, rotor shaft and brake assembly For large, commercial size horizontal-axis wind turbines, the electrical generator is mounted in a nacelle at the top of a tower, behind the hub of the turbine rotor. Typically wind turbines generate electricity through asynchronous machines that are directly connected with the electricity grid. Usually the rotational speed of the wind turbine is slower than the equivalent rotation speed of the electrical network: typical rotation speeds for wind generators are 5–20 rpm while a directly connected machine will have an electrical speed between 750 and 3600 rpm. Therefore, a gearbox is inserted between the rotor hub and the generator.
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Counter-rotating wind turbine Light pole wind turbine Unconventional wind turbines are those that differ significantly from the most common types in use. , the most common type of wind turbine is the three-bladed upwind horizontal-axis wind turbine (HAWT), where the turbine rotor is at the front of the nacelle and facing the wind upstream of its supporting turbine tower. A second major unit type is the vertical-axis wind turbine (VAWT), with blades extending upwards, supported by a rotating framework. Due to the large growth of the wind power industry, many wind turbine designs exist, are in development, or have been proposed.
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Detailed view of a typical pre-tension system for an azimuth (yaw) gliding bearing of a modern wind turbine. When the wind turbine nacelle is positioned on the tower and the yaw bearing assembly is completed it is necessary to adjust the pressure on the individual gliding pads of the bearing. This is necessary in order to avoid un-even wear of the gliding pads and excessive loading on some sectors of the yaw bearing. In order to achieve that, an adjustment mechanism is necessary, which enables the technicians to adjust the contact pressure of each individual gliding element in a controllable and secure way.
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Chyeranovskii designed an enlarged BICh-3, at approximately 1.5 scale, with tandem open cockpits, underslung elevons (à la Junkers) centreline mono-wheel, wing-tip rudders with skids with no tail. Flight testing commenced in 1929 but was soon halted due to the very poor handling characteristics which rendered the BICh-7 almost impossible to take off. The BICh-7 was completely rebuilt as the BICh-7A, modifications included: enclosed tandem cockpits, a conventional style tail-skid undercarriage, and a fin with rudder faired into the rear of the cockpit nacelle. Flight tests resumed, in , with much improved handling other than excessive speed loss when turning and engine vibration.
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A Schweizer SGS 1-36 being used for deep stall research by NASA over the Mojave Desert in 1983. A deep stall (or super-stall) is a dangerous type of stall that affects certain aircraft designs, notably jet aircraft with a T-tail configuration and rear-mounted engines. In these designs, the turbulent wake of a stalled main wing, nacelle-pylon wakes and the wake from the fuselage"Aerodynamic Design Features of the DC-9" Shevell and Schaufele, J. Aircraft Vol. 3, No. 6, Nov–Dec 1966, p. 518 "blanket" the horizontal stabilizer, rendering the elevators ineffective and preventing the aircraft from recovering from the stall.
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His vice-president, Joe Clark, arranged a deal with Morrison-Knudsen and got Raisbeck started on developing the Mark VI system of performance enhancements for the Beech Super King Air. Clark would later go on to co-found Horizon Airlines and Aviation Partners Inc.. The Mark VI system included nacelle wing lockers,The lockers are mounted behind each engine, atop the wing. They are certified to carry 300 pounds (136 kg) each, with items up to 7.2 feet (2.2m) in length, and 8 cubic feet (0.23 m3) per side. dual aft body strakes,The strakes smooth the previously turbulent air aft of the fuselage-wing intersection.
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During 1916 Caproni embarked on the design of a small light ground attack aircraft which followed the design philosophy of its much larger cousins the Ca.3 and Ca.4. 3/4 rear view of the Ca.37 The Ca.37 followed the twin boom layout with central nacelle, which housed the tandem cockpits and the Lancia Type 4 6-cylinder in- line piston engine, driving a 2-bladed pusher propeller. The tail-plane spanned across the two tail-booms and mounted two all-flying rudders for yaw control. Twin main-wheel units were strut mounted under each boom which also carried wooden tail-skids.
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Realising that operation in the hot climate of Egypt would require an aircraft with a low wing-loading, McClean got Shorts to modify one of his Short S.27 biplanes by fitting it with extended wings. This proved underpowered, and Shorts therefore constructed a new aircraft for McClean, using a Gnome Double Lambda two-row rotary engine.Barnes 1967, pp.64–65 Of similar configuration to the modified S.27, the S.80 was an unequal-span three-bay pusher biplane, with a nacelle mounted on the lower wing to accommodate pilot and passengers in two pairs of side-by- side seats, with the engine behind them driving a pusher propeller.
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After Frank's death, his brother, Joseph, continued the development of the aircraft. Working with the financial backing of Inglis M. Uppercu, by 1913, he had substantially revised the nacelle and front structure of the aircraft and improved the overall fit and finish of the entire aircraft. He also had a pair of floats designed for the aircraft that could be easily bolted to each of the skids with six bolts, turning it into a seaplane. In 1914, Uppercu bought out the Boland brothers and reorganized the Boland Airplane and Motor Company as the Aeromarine Plane and Motor Company and marketed this as the Aeromarine Model B.
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A thin, faired structure connected the nacelle to the centre of the wing, bracing it and the engine, largely buried in the wing apart from a carefully faired air intake at mid-chord and cylinder heads exposed for cooling. The ITS-8 had a Kroeber M3 Köller flat twin engine and the ITS-8W initially used another flat-twin, the Schliha as a stop-gap, later replaced by the intended Sarolea Albatros flat- twin. The empennage was mounted on twin rectangular section spruce box girder booms which were internally wire-braced. A tapered tailplane with rounded tips was positioned on the top of the beams.
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Orders were placed for prototypes from Armstrong Whitworth (the F.K.6), Sopwith (the L.R.T.Tr.) and Vickers. All three designs were driven by the need to provide wide fields of fire in the absence of an effective synchronisation gear that would allow safe firing of guns through the propeller disc. The Vickers response, the F.B.11, designed by R. L. Howard-Flanders, was a large, single-bay, biplane of tractor layout. The pilot and one gunner sat in separate but closely spaced cockpits under the trailing edge of the upper wing, while a second gunner sat in a nacelle, or "fighting top", attached to, and extending forward of the upper wing.
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In response to the rapid emergence in Europe of twin-engine heavy fighters such as the Messerschmitt Bf 110, the army ordered development of a twin-engine, two-seat fighter in 1937, and assigned the proposal by Kawasaki Shipbuilding the designation of Ki-38. This only went as far as a mock up, but by December of that year the army ordered a working prototype as the Ki-45, which first flew in January 1939. Results from the test flights, however, did not meet the army's expectations. The Ha-20 Otsu engine was underpowered and failure-prone, while the airframe suffered from nacelle stall.
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This can cause issues with routing the necessary conduits required for the equipment mounted within the nacelle to connect to the aircraft through such a narrow space. This is especially a concern with nacelles housing engines, as the fuel lines and control lines for multiple engine functions must all go through the pylon. It is often necessary for nacelles to be asymmetrical, but aircraft designers try to keep asymmetrical elements to a minimum to reduce operator maintenance costs associated with having two sets of parts for either side of the aircraft.. Nacelles are often mounted facing slightly downwards of the horizontal plane to compensate for the aircraft's cruising angle of attack.
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The rear spar was ahead of mid-chord, leaving the ribs in the rear part of the wing flexible and allowing roll control by wing warping. The nacelle was a development of the earlier simple, flat sided structures, but no longer with its sides curving upwards in profile to the engine. Instead, the upper edges of this structure were straight, with a curved decking which ran forward, rounding into a cowling around the Gnome Omega seven cylinder radial engine. The cowling was more complete than on the earlier models, though in the manner of the time there was a gap at the bottom to allowed lost oil to escape.
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Unlike the earlier version, this engine was not built in right-handed and left-handed versions, because production of engines of both types for engine type approval had been difficult; wind tunnel tests at the NPL established that the counter-rotating propellers were a cause of the directional instability of the O/100. It was realised that only one version was necessary, simplifying production and maintenance; the torque effect was overcome by offsetting the fin slightly. The O/400 had a strengthened fuselage, an increased bomb load, the nacelle tanks were removed and the fuel was carried in two fuselage tanks, supplying a pair of gravity tanks.
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The pilot sat behind the wings, as in a conventional design, while the observer/gunner was seated in a nacelle, or pulpit, in front of the propeller, attached precariously to the landing gear. These designs, the SPAD A-series of models S.A.1, S.A.2, S.A.3, and S.A.4, were built in small numbers, around sixty each for French (mostly S.A.2) and Russian air forces (mostly S.A.4), and were neither popular nor successful. The availability of the Nieuport 11 and subsequent development of an effective machine gun synchronizer by the French rendered this unusual configuration obsolete. Other early Béchereau designs for SPAD were less successful.
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When the 1973 oil crisis caused the petroleum price spikes in the early 1970s, interest in propfans soared, and NASA-funded research began to accelerate. The propfan concept was outlined by Carl Rohrbach and Bruce Metzger of the Hamilton Standard division of United Technologies in 1975 and was patented by Rohrbach and Robert Cornell of Hamilton Standard in 1979. Later work by General Electric on similar propulsors was done under the name unducted fan, which was a modified turbofan engine, with the fan placed outside the engine nacelle on the same axis as the compressor blades. During this era, the propeller problems encountered a few decades previously became fixable.
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It has a motor mounted on the central wing section between the fuselages. ;Taurus HY4 : Within the EU- funded Hypstair program over three years till 2016 and followed by Mahepa project from 2017, EU-funded over four years, the dual-fuselage, four-seat, battery-powered G4 received a DLR hydrogen fuel cell powertrain to fly as the HY4 in September 2016, with hydrogen tanks and batteries in the fuselages, fuel cells and motor in the central nacelle. Partners are German motor and inverter developer Compact Dynamics, Ulm University, TU Delft, Politecnico di Milano and University of Maribor. Further Ground and flight tests should come around 2020.
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Strange soon adapted his Farman to carry a Lewis machine gun, improvising a mounting to the top of the observer's nacelle. His first armed encounter with the enemy came on 22 August when six enemy aircraft appeared at 5,000 feet over the airfield at Maubeuge. He took off in his Farman with Lieutenant L. Penn-Gaskell as gunner in the front cockpit to intercept the patrolling Germans, but with inconclusive results as the laden aircraft would not climb above . The next few days saw a general Allied retreat and the squadron had to move base several times, whilst Strange and his fellow pilots continued their observation and light bombing sorties.
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Pedriali Although considered a very advanced design, the operational suitability of the wing nacelle turret installations was questionable:P.108s and B-17s had three turrets as main defensive armament, but the latter also had ventral, dorsal and tail gun positions. The P.108 had fewer machine guns (eight instead of 10 to 13), no dorsal or tail turret, while the ventral turret had only one machine gun. Two further turrets were placed in the wings, providing a better field of fire, coupled with the wide field of view from the cupolas placed in the dorsal fuselage, but this complex and innovative layout was not without shortcomings.
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Instead P&W; designed a 2-stage unit based on some research they had done to support the J91 nuclear turbojet. On the Boeing 707 the JT3D fan nacelle was relatively short, whereas the Douglas DC-8 installation had a full length fan cowl. Pratt & Whitney provided a kit whereby JT3Cs could be converted to the JT3D standard in an overhaul shop.based on article in Flight magazine 19 December 1958 In 1959, important orders for the engine were the Boeing 707-120B and Boeing 720B when American Airlines ordered one 707 powered by JT3D turbofans and KLM ordered a JT3D powered Douglas DC-8.
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MA-5A functioned as the "half stage" in the Atlas's "stage-and-a-half" design, meaning they functioned as a booster attached to a central sustainer core, but did not include their own fuel tanks. Instead, fuel was drained out of the tanks of the sustainer core, until partway through the launch the booster segment was jettisoned. Similar to the booster segments on previous Atlas rockets, MA-5A consisted of a thrust structure with attachment points and fuel lines for two RS-56-OBA rocket engines, each contained in a nacelle for aerodynamic reasons. The middle was left empty to accommodate the RS-56-OSA engine of the sustainer stage.
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The earlier versions of the L-1011, such as the -1, -100, and -150 can be distinguished from the later models by the design of the middle engine nacelles. The earlier version nacelle has a round intake, whereas the later models have a small vertical fin between the bottom of the middle engine intake and the top of the fuselage. The two L-1011 aircraft delivered to Pacific Southwest Airlines were configured with internal airstair doors that led into an entry hall in what was normally the forward lower baggage hold. This was to allow operations from airfields that did not have terminal buildings with jet bridges.
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MA-5 functioned as the "half stage" in the Atlas's "stage-and-a-half" design, meaning they functioned as a booster attached to a central sustainer core, but did not include their own fuel tanks. Instead, fuel was drained out of the tanks of the sustainer core, until partway through the launch the booster segment was jettisoned. Similar to the booster segments on previous Atlas rockets, MA-5 consisted of a thrust structure with attachment points and fuel lines for two LR-89-7 rocket engines, each contained in a nacelle for aerodynamic reasons. The middle was left empty to accommodate the LR-105-7 engine of the sustainer stage.
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The design of the SAM-13 followed similar principles to that of the Fokker D.XXIII: to build a lightweight twin-engined fighter with benign single-engined flying characteristics. Moskalyev's design could well have been influenced directly by the D.XXIII, which had been exhibited at the 1938 Paris Salon, differing mainly in size. The SAM-13 was built largely from wood, with steel fittings in high stress areas and welded steel-tube engine mounts. It was powered by two Voronezh MV-6 6-cylinder, air- cooled, inverted in-line engines mounted at the front and rear of the fuselage nacelle, driving 2-bladed, variable pitch propellers.
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Henri Farman's pusher Farman III and its successors were so influential in Britain that pushers in general became known as the "Farman type".The Royal Aircraft Factory referred to all the early pushers they built as Farman Experimentals - or F.E.s. Most successful examples were the Royal Aircraft Factory F.E.2 and Royal Aircraft Factory F.E.8 Other early pusher configurations were minor variations on this theme. The classic "Farman" pusher had the propeller "mounted (just) behind the main lifting surface" with the engine fixed to the lower wing or between the wings, immediately forward of the propeller in a stub fuselage (that also contained the pilot) called a nacelle.
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Its main user was Led Zeppelin in the 1970s. The seating capacity was reduced and a bar with a built-in electric organ was added, along with beds, a shower, a lounge area, a TV, and video cassette player.Film The Song Remains The Same Honeywell operated the last Boeing 720 in the United States, flying out of Sky Harbor airport in Phoenix. The aircraft had been modified with an extra engine nacelle mounted on the right side of the fuselage to allow testing of a turbine engine at altitude, operating on special certification allowing it to be used for experimental use. This 720B was scrapped on June 21 and 22, 2008.
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Equipment included an RA 350I radio-transmitter, AR5 radio-receiver, and a P63N radiocompass (not always fitted), while other systems comprised an electrical generator, fire extinguishing system, and an OMI 30 camera (in the gunner's nacelle). The aircraft, having a large wing and robust undercarriage, was reliable and pleasant to fly, and could operate from all types of terrain. It was surprisingly fast for its time and, given the power of its engines, especially compared to the similar Junkers Ju 52. It was better armed than the SM.79, but the increased drag combined with the same engine power reduced the maximum speed and cruise speeds as well as the range.
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With the development of jet engines and the subsequent ability of aircraft to travel at supersonic speeds, it was necessary to design inlets to provide the flow required by the engine over a wide operating envelope and to provide air with a high-pressure recovery and low distortion. These designs became more complex as aircraft speeds increased to Mach 3.0 and Mach 3.2, design points for the XB-70 and SR-71 respectively. The inlet is part of the fuselage or part of the nacelle. Aircraft with a maximum speed greater than about Mach 2 use intakes with variable geometry to achieve good pressure recovery from take-off to maximum speed.
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The aircraft that was built was of canard configuration, with swept wings that changed section and angle of incidence considerably between the roots and wingtips: deeply cambered inboard, and changing to a flatter section with upswept tips, producing wash-out to enhance stability. Stability would also have resulted from the dihedral of the wings. Lateral control was by wing- warping, the control wires being taken to the raked wingtips via kingposts. A small nacelle projecting forward from the wing housed the 50 hp (37 kW) N.E.C. engine driving the tractor propeller, behind which the pilot and passenger sat side by side at the leading edge of the wing.
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The Type Bordeaux was a two-bay equal span pusher configuration biplane powered by a Gnome Omega 7 cylinder rotary engine driving an aluminium bladed Voisin propeller mounted at the rear of the uncovered wooden nacelle. The tail surfaces, carried on four wire-braced steel booms, consisted of a horizontal stabiliser and elevator mounted between the upper pair of booms with a single centrally mounted rudder beneath it. The structure made extensive use of steel tubing and the flying surfaces were covered with "Continental" brand rubberised fabric. Lateral control was effected by large D-shaped ailerons mounted on the upper wing: these were controlled by foot pedals.
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The two main floats are built > up of two skins of cedar, the inner one of which is laid on diagonally over > a framework of spruce and rock elm. The floats are divided into watertight > compartments by double bulkheads, and a layer of canvas, soaked in varnish, > is placed between the two skins. All the chassis struts carrying the floats > are steel tubes, and it is intended, we understand, to provide springing of > the floats by means of telescopic tubes and coil springs. The cigar-shaped > nacelle is of similar construction to that of the floats, and provides > accommodation for the pilot and passengers.
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Attitude control in flight was provided by means of a hydraulic thrust vector control system, with an external nacelle containing hydraulic fluid attached to the side of each booster. Solid fueled separation rockets, used to jettison the spent boosters, were affixed at the top and bottom of the stage. Thrust-termination capability, necessary for manned rockets such as the Space Shuttle or Manned Orbiting Laboratory, was to be provided by two pyrotechnically triggered ports on the forward closure, which when opened would allow for the non-propulsive venting of exhaust gasses. The forward end of the stage contained an aerodynamic nose cone, an ignitor, separation rockets, and the forward attachment ring.
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The engine was cooled by a radiator in the nose of the aircraft below the cockpit. A nosewheel undercarriage was fitted. Its armament consisted of a single Madsen 23 mm cannon on a flexible mount in the nose, together with four 7.9 mm FN-Browning machine guns in the side of the nacelle. The cannon was intended to be fixed during air-to-air combat, and during ground strafing operations, it would be released and aimed manually by the pilot, with an automatic stabilizing system controlling the aircraft's ailerons and elevators to aid the pilot in keeping control of the aircraft while busy aiming and firing the cannon.
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Like the AC-130 that preceded it, the AC-119 proved to be a potent weapon. The AC-119 was made more deadly by the introduction of the AC-119K "Stinger" version, which featured the addition of two General Electric M61 Vulcan 20 mm cannon, improved avionics, and two underwing-mounted General Electric J85-GE-17 turbojet engines, adding nearly of thrust. Other major variants included the EC-119J, used for satellite tracking, and the YC-119H Skyvan prototype, with larger wings and tail. In civilian use, many C-119s feature the "Jet-Pack" modification, which incorporates a Westinghouse J34 turbojet engine in a nacelle above the fuselage.
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Following the collapse of the Soviet Union, as military contracts evaporated, the Yakovlev design bureau was forced to convert to designing civilian aircraft to stay in business. Their first post-Soviet design was the Yak-58, a small multi-role utility transport designed to appeal to as many prospective buyers as possible. The Yak-58 is a low-winged monoplane of pusher configuration, powered by a Vedeneyev M14PT radial engine mounted at the rear of the fuselage nacelle, driving a three-bladed propeller. Rather than conventional tailbooms, the two highly swept fins were mounted directly to the wing, and were joined by the tailplane.
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The OSGA-101 was of mixed construction with wooden wings and hull but Welded steel tube booms carrying the fabric covered Duralumin tail unit. Accommodation was for three with two pilots side by side and a third seat to the rear of the pilots. The SPL was very similar but included shorter span wings which folded to lie alongside the fuselage, only two seats in the cockpit, and a pivoting engine nacelle which folded rearwards to lie between the tail-booms. The folded SPL was to be fitted in a water-tight cylinder 2.5m (8 ft 2½in) in diameter and 7.45m (24 ft 5¼in) long, with five minutes allowed for withdrawal and preparation for flight.
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Another modification, the HeS 10, placed a complete HeS 8 engine inside a larger nacelle, and expanded the intake impellor to be larger than the engine. The HeS 10 appears to have been the first example of what would today be called a turbofan engine. In order to extract more power from the exhaust to drive the fan, an additional single axial-stage turbine was added behind the HeS 8's existing centrifugal one. The only real difference between the HeS 10 and a modern turbofan engine was that the fan was not powered independently of the core, although, given the separate axial turbine stage, this would not have been difficult to arrange.
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A Pratt & Whitney JT8D nacelle On 28 May 1971, the maiden flight of the first prototype, powered by a pair of Pratt & Whitney JT8D-11 turbofan engines, capable of generating up to of thrust, took place at Mérignac. On 7 September 1972, the second prototype, which was powered by a pair of Pratt & Whitney JT8D-15 engines, which would be used on all subsequent Mercures built, flew for the first time. On 19 July 1973, the first production aircraft conducted its maiden flight. On 12 February 1974, the Mercure received its Type certificate and, on 30 September 1974, was certified for Category IIIA approach all-weather automatic landing (minimum visibility = 500 ft, minimum ceiling = 50 ft).
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Further development of the BICh-7A led to an enlarged twin-engined version, a model of which was tested in a wind tunnel, as the BICh-10, with two M-11 engines on the leading edge of the parabolic wing either side of the cockpit nacelle. Full scale development emerged as the BICh-14, a 2x scaled up BICh-7A, with Townend Ring cowlings and up to five seats in the cabin. Construction was of wood with plywood and fabric skin or covering, four spars and sixty ribs. Flight testing began late in 1934 piloted by Yu. I. Piontkovskii, and later in at the NII VVS by P.M. Stefanovskii, M.A. Nyukhtikov and I.F. Petrov.
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The BS.8 Biancone was a higher performance version of the BS.7 primary trainer. The two designs, both high-wing monoplanes, shared a fuselage boom, empennage and wing bracing struts, but the later type had a nacelle with a conventional open cockpit and a pedestal in place of the B.7's simple boom and open girder, together with a new wing of much higher aspect ratio. The new wing was a wooden two spar structure, largely fabric-covered, like the old. The forward spar was close to the leading edge; from it forward around the edge the wing was plywood covered, forming a torque-resistant D-box; aft the covering was fabric.
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When the MTOW A340-600HGW first flew in November 2005, Airbus was studying an enhanced version of the larger A340 variants to enter service in 2011. It would better compete with the 777-300ER and its 8-9% lower fuel burn than the A340-600: improved General Electric GEnx or Trent 1500 engines would erode this by 6-7%. The Trent 1500 would keep the Trent 500's 2.47 m (97.4 in) fan diameter and nacelle, with the smaller, advanced Trent 1000 core and a revised LP turbine for a bypass ratio increased from 7.5-7.6:1 to 9.5:1. The last A340 was delivered in 2011 as it was replaced by the updated A350XWB design.
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The P.B.1 was a single-seat open cockpit biplane powered by a 50 hp (36 kW) Gnome rotary engine driving a three-bladed pusher propeller, which was mounted in a tractor configuration nacelle between the upper wings and the fuselage. It had a single-step hull designed by the naval architect Linton Hope, with a spruce skin over a mahogany structure, and covered with waterproof fabric. It had two-bay wings constructed of spruce and Ash, with ailerons on the upper wing and floats under the lower wingtips. The pilot sat in a cockpit aft of the wing trailing edge.London 2003, p. 8.Jarrett Air Enthusiast Forty-eight, pp. 7–8.
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These were supplied by the regular manufacturers, while the new parts were made in France. The new wing inner sections were of parallel chord with near-duplicate engine and undercarriage installations to the Ju 188, creating a four-engined layout with four main undercarriage wheels. Fuel was carried in additional tanks in both the wing and fuselage extensions. The Ju 488 was expected to be powered initially by four BMW 801TJ or BMW 802 radial engines, with each engine nacelle having a standard Ju 88-style rearwards-retracting single strut main landing gear unit, rotating through 90° to lie flat (with the main wheel above the end of the strut) within each of the nacelles.
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On September 5, 2013 Elon Musk tweeted an image of SpaceX's regeneratively-cooled SuperDraco rocket engine chamber emerging from an EOS 3D metal printer, noting that it was composed of the Inconel superalloy. In a surprise move, SpaceX announced in May 2014 that the flight- qualified version of the SuperDraco engine is fully printed, and is the first fully printed rocket engine. Using Inconel, an alloy of nickel and iron, additively-manufactured by direct metal laser sintering, the engine operates at a chamber pressure of at a very high temperature. The engines are contained in a printed protective nacelle, also DMLS-printed, to prevent fault propagation in the event of an engine failure.
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Norton 2008, pp. 123–125. Although capable of aiming the cannons, the gunners' primary purpose was simply to load them with the 110 rounds of ammunition stored in each nacelle. The crew of five included the pilot and gunners; a copilot/navigator who doubled as a fire-control officer, using a Sperry Instruments "Thermionic" fire control system (originally developed for anti-aircraft cannon) combined with a gyro-stabilised and an optical sight to aim the weapons; and a radio operator/gunner armed with a pair of machine guns stationed at mid-fuselage waist blisters for defense against attack from the rear. An unusual feature of the Airacuda was the main door for entry.
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With unequal span, two bay, unstaggered wings and an open frame fuselage the Type L had much in common with the smaller Caudron-Fabre pusher amphibian, as well as with the tractor configuration Type J amphibians and Type H floatplanes, some of which were also amphibians. Most of the earlier Caudron biplane types had similar wings and fuselages. The Type L had three sets of parallel and vertical interplane struts on each side, the innermost close to the central nacelle and bracing the centre section. The overhanging upper wing were braced by a pair of parallel, outward leaning struts which joined the lower wing at the base of the outer vertical struts.
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The two spar fabric covered wings had the same rectangular plan apart from angled tips. There was no stagger, so the three sets of parallel interplane struts were parallel and vertical; the innermost pair defined the centre section and supported the nacelle with the assistance of further cabane struts. The rear spar was ahead of mid-chord, leaving the ribs in the rear part of the wing flexible and allowing roll control by wing warping. A second Type B, the B2 which appeared in August 1911 with similar wings, was six months later modified into a sesquiplane with an upper wing span of , a lower span of and a total wing area of .
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As No. 8 Squadron of the Royal Flying Corps (RFC) it was formed at Brooklands, Surrey on 1 January 1915, equipped with the Royal Aircraft Factory B.E.2c. The squadron moved to Gosport later in January for further training, and crossed to France on 15 April 1915.Rawlings 1982, p. 19. While its main equipment was the B.E.2c, it also operated a fighter flight between May 1915 and early 1916 equipped with a mixture of aircraft, including the Royal Aircraft Factory B.E.8 and the Bristol Scout, while it also evaluated the prototype Royal Aircraft Factory B.E.9, a modified B.E.2 that carried the observer/gunner in a nacelle ahead of the aircraft's propeller.
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Nexcelle is a joint venture between GE Aviation’s Middle River Aircraft Systems and Safran Nacelles – both of which are suppliers of engine nacelles, thrust reversers and aerostructures. Headquartered in Cincinnati, Ohio, Nexcelle has teamed with its parent companies to develop, produce and support integrated propulsion systems for jet engine applications on single-aisle jetliners and business aircraft. With its initial program win, Nexcelle is positioned as a key partner on the world's first truly integrated propulsion system, the CFM International LEAP-1C engine on China's COMAC C919 jetliner. The joint venture subsequently was selected to provide the nacelle and thrust reverser for GE's Passport integrated propulsion system, which powers the Bombardier Global 7000 and Global 8000 business jets.
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"The Dornier DO 31 Jet-Lift Concept, A Light Military Transport with VTOL Capability." SAE Technical Paper 640229, 1964.Dow 2009, p. 236. A total of three test prototypes were constructed, these being E1, E2 and E3 - the "E" indicating Experimentell (Experimental). E1 was powered only by the Pegasus engines, having been designed to test horizontal flight. E2 was a static test airframe, and did not ever fly. E3 was furnished with both Pegasus and RB162 lift engines installed, being intended to evaluate the design's vertical flight mode. The four Rolls-Royce RB162 lift engines seen from the bottom of a nacelle The design of the Do 31 was heavily reliant upon its engine configuration.
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In late 1911 W.H. Ewen acquired the right to supply Caudron aircraft in the U.K. and in Ewen Aviation's 1913 catalogue the single seat Type D appears on the page labelled Type C; though the latter was a two- seater, the two types appear to have been closely related. Both were twin boom, tractor biplanes, which began with equal upper and lower spans but were later modified into sesquiplanes. Both were single-seaters, with engine and pilot in an interwing nacelle. In contrast to the Type C, the Type D was a little smaller and lighter and in its early months was powered by the low power () 3-cylinder Anzani radial engine.
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In 1934 the MSrE (Müegyetemi Sportrepülő Egyesület or in English the Technical University's Sports Flying Group) decided to design and build a primary glider with better performance than the influential 1928 Jacobs Hols der Teufel. The resulting MSrE M-20 was designed by Ernő Rubik and Endre Janscó. It was Rubik's first design so is known sometimes as the R-01 but more commonly by its nickname EMESE-B. Emese is how MSrE sounds in spoken Hungarian and at that time Hungarian training gliders fell into aircraft class B. Like the Hols der Teufel, the M-20 had a flat frame fuselage with its wing mounted on its top and with a nacelle enclosing the pilot's open fuselage.
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NASA chose the Lockheed proposal, where the aircraft had a nacelle added to the left wing, containing a Allison 570 turboprop engine (derived from the XT701 turboshaft developed for the Boeing Vertol XCH-62 heavy lift helicopter). The engine used an eight-bladed, , single-rotation Hamilton Standard SR-7 propfan as its propulsor. The test engine, which was named the Allison 501-M78, had a thrust rating of , and it was first operated in flight on March 28, 1987. The extensive test program, which cost about $56 million, racked up 73 flights and over 133 hours of flight time before finishing on March 25, 1988, although most of the flight testing was done in 1987.
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By April 2019, Safran was considering a turboprop version of the Ardiden to compete with the Pratt & Whitney Canada PT6 and General Electric Catalyst, based on its Tech-TP demonstrator, part of the EU's Clean Sky 2 programme, for first ground runs in the coming months. The first ground run happened on 12 June in Tarnos; the complete propulsion system include the nacelle, air intake and propeller while the accessory gearbox and propeller controller include more electric technologies. It could be used for a future European UAV, in cooperation with ZF Luftfahrttechnik for the gearbox and MT-Propeller for the propeller. The FADEC would manage both power and propeller pitch for operation up to 13,716 meters / 45,000 ft.
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In 1942 the Luftwaffe was interested in replacing the venerable but ageing Junkers Ju 87, and Dr. Richard Vogt's design team at Blohm & Voss began work on project P 177. The dive bomber version would have had a one-man crew with two fixed forward firing MG 151 cannon and two rear firing MG 131 machine guns, carrying of bombs. A two-seat ground attack version was also proposed with two fixed forward firing MG 151 cannon, three forward firing MK 103 cannon with six bombs. A final B-1 type was to incorporate a Junkers Jumo 004B turbojet engine in a third nacelle slung underneath the wing, between the piston engine and the cockpit.
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In early 1916, the Port Victoria Marine Experimental Aircraft Depot designed a two-seat pusher configuration landplane fighter aircraft, (possibly designated the P.V.3). Although this was not built, Port Victoria was ordered to build a floatplane derivative for reconnaissance operations, being required to carry a Lewis gun and radio and to have an endurance of eight hours. The resultant aircraft, the Port Victoria P.V.4, had sesquiplane wings and a small streamlined nacelle for the two crew, which was attached to the upper wing. It was to be powered by a 150 hp (112 kW) Smith Static radial engine, an experimental engine which, while light, promised excellent fuel economy.Mason 1992, p.82.
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In previous planes, the back-facing gunners had been in the fuselage, but their view there was obstructed. A similar arrangement (using nacelle-mounted gun platforms) was adopted in the competing Keystone XB-1 aircraft. The XB-2 competed for a United States Army Air Corps production contract with the similar Keystone XB-1, Sikorsky S-37, and Fokker XLB-2. The other three were immediately ruled out, but the Army board appointed to make the contracts was strongly supportive of the smaller Keystone XLB-6, which cost a third as much as the B-2. Furthermore, the B-2 was large for the time and difficult to fit into existing hangars.
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The aircraft was a pusher biplane with a square section nacelle mounted between the upper and lower wings, which were of two-spar construction, the spars being ash I-sections. To maintain the leading edge section there were half-ribs between each rib, these extending from the leading edge to the main spar. A single horizontal tailplane with a split elevator and a rudder divided into two part, half above and half below the tailplane, were carried on ash booms behind the wing, the booms being connected by hollow wooden vertical struts and tubular steel horizontal members. The booms were spindled to an I-section except at the points of attachment of the cross-members.
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The wings were of typical fabric- covered, two-bay, unstaggered, unswept, equal span design, while the stabiliser and rudder were carried on the end of two long, open-framework booms.Mason 1992, p. 39. The type, like the F.E.2b, was designed for the water-cooled Beardmore 120 hp (89 kW) inline engine.Jackson 1987, p. 44. However, all available Beardmore engines were required for F.E.2b and R.E.5 production, so the air-cooled Renault 70 hp (52 kW) V8 engine was installed instead. The prototype was fitted with aerofoils attached to the side of the nacelle which could be rotated through 90 degrees to act as air brakes, an unusual feature for the time, although they were soon removed.
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As before, the wing was supported by the forward members of its girder fuselage; a vertical strut near the leading edge and an inverted V-strut behind. As the wing was strut rather than wire braced there was no longer a need to extend these struts above the wing into a pylon. The two faired, parallel lift struts on each side ran from the lower forward fuselage to the wing at about mid- span. Like some Zöglings, the Hols der Teufel had a light nacelle, ending under the wing at a forward leaning vertical knife edge around the aft central wing strut, enclosing both the pilot's seat and the other supporting struts.
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Although the No. 2 engine and its propeller were not found, evidence on the port wing root, the No. 2 engine nacelle, the leading edge of the vertical stabilizer, and the horizontal stabilizer led investigators to believe that the engine and/or propeller had failed in flight. There had been two prior engine separation incidents with the 377, on January 24 and 25, 1950. In this case, investigators hypothesized that the propeller failure caused the engine to experience highly unbalanced loads and it eventually separated from the aircraft, precipitating an in-flight breakup. Debris from the propeller and engine may have contributed to the breakup by damaging control surfaces after being flung from the port wing during the failure.
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The upper centre section was supported over the fuselage with a pair of transverse pair of inverted V-struts. Balanced, short-span, broad-chord ailerons were mounted at the tips of the upper wing only. The HB.5's four water-cooled, nine-cylinder Salmson 9Z radial engines were mounted as push- pill pairs, with each pair sharing a single nacelle placed midway between the centre section wings on a frame of horizontal members and diagonal struts, tied to the inner interplane struts and the centre section V-struts. The interplane gap allowed the rear propellers to turn between the wings; the tractor pairs were just ahead of the wing leading edge.
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The prototype had a partially enclosed rear wheel and two-tone paint scheme reminiscent of some Norton models of that time, and a handlebar cladding (a little like MZ models of the era) and a neat headlamp nacelle. It was equipped with integral indicators, which was a relatively advanced feature for European motorcycles in 1961. However, in the development phase of this model the DDR introduced a policy of Kapazitätsbündelung ("capacity concentration"), under which the production of larger motocycles would be concentrated at the MZ works at Zschopau and from January 1962 all new private cars and motorcycles would be two-strokes. The DDR's Volkswirtschaftsrat ("People's Economic Council") terminated Simson four-stroke manufacture on 31 December 1961.
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The Dornier Do 20 was a proposed commercial flying boat designed in the mid-1930s. It was envisaged as an improved and enlarged version of the Dornier Do X Flugschiff (flying ship) that first flew in 1929. The Do X was not entirely successful, being under-powered despite using six pairs of engines mounted above the wing, and only three were built. Dornier proposed to overcome the shortcomings of the Do X by replacing the pylon-mounted engines with four pairs of diesel engines each of about 1,000 horse power, each pair fitted into a nacelle fared into the leading edge of the wing and driving one of the aircraft's four propellers.
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A single control surface on the trailing edge of each wing tip acted as combined aileron and elevator. Dunne had an advanced qualitative appreciation of the aerodynamic principles involved, even understanding how negative lift at the wing tips, combined with steep downward-angled anhedral, enhanced directional stability.J. W. Dunne; "The Theory of the Dunne Aeroplane", The Aeronautical Journal, April 1913, pp. 83-102. Serialised in Flight between 16 August 1913 and 13 September 1913, Although originally conceived as a monoplane, Dunne's initial designs for the Army were required to be biplanes, typically featuring a fuselage nacelle between the planes with rear-mounted pusher propeller and fixed endplate fins between each pair of wing tips.
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The Short S.38 was originally a Short S.27 with the manufacturer's number S.38. After an accident when hoisting this aircraft aboard the remains were returned to Shorts, where the aircraft was rebuilt with extensive modifications, the resulting design becoming known as the Short S.38 type. The rebuilt S.38 had the same basic layout as the original aircraft, being an unequal-span pusher biplane with a forward-mounted elevator and an empennage carried on wire-braced wooden booms behind the wing. It differed in having new wings of increased span, a nacelle to accommodate the two crew members seated in tandem, and modified tail surfaces, the tailplane being enlarged and twin rudders fitted.
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The engine has two contra-rotating rotors (fans) on the outside of the engine nacelle, either at the front of the assembly ("tractor") or at the rear ("pusher"). Both pusher and tractor open rotor designs form part of Rolls-Royce's long-term "15-50" vision, which is examining various architectures to tackle the 150 seat-aircraft market. Within 15-50 group -named for specific fuel consumption reductions of 15–50% compared with current generation engines- there are various options based on technology availability and maturity.Aviation Week & Space Technology/24 November 2008 The open rotor design is known to have increased noise compared to normal turbofan engines, where noise is contained by the engine duct.
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The design is common to many other low-cost aircraft, aluminium alloy tube strut-based construction fixed to the central fuselage tube, high wing with pre-sewn fabric envelop with life-span of 5–10 years. Cabin nacelle with open or closed (upgraded M model) windshield is fixed below the tube, tricycle landing gear is suspended with elastic ropes or the main gear is fixed on a composite spring leg for the M model. Front wheel is steered with a rudder and is equipped with a simple brake and a handle on the stick. Flight controls are standard 3-axis with flight stick, rudder and a throttle on the left side of the cabin.
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The SE-2100 was designed by Pierre Satre, later the chief designer of the Concorde, at the end of World War II. An all-metal aircraft, it had a low, cantilever, straight tapered wing with 55° of sweep on the leading edge and 10.43° of dihedral. There were fixed leading edge slots and trailing edge ailerons but no conventional flaps. The wing tips carried large, rounded fins with rudder-like rear portions which only moved outwards; they were used differentially for yaw control and jointly as flaps. The SE-2010 had a short, blunt-nosed nacelle-type fuselage with a cabin which could be configured to seat one centrally or two in side-by-side, dual control configuration.
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The test crews were impressed with its unique reversible-pitch inboard propellers and the Davis wing which gave it excellent landing performance. However, they found a number of faults: the cockpit was noisy and had a poor instrument layout, the bombardier's vision was limited, the aircraft was overweight, and the nacelle design resulted in frequent engine fires (a deficiency shared with the B-29 Superfortress). However, the testing missions were mostly successful. In July 1945, the 386th Bomb Squadron completed its transition to the B-32, flying six more combat missions before the war ended. On 13 August, the 386th BS moved from Luzon to Yontan Airfield on Okinawa and flew mostly photographic reconnaissance missions.
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The Weltensegler was assembled at the Wasserkuppe and was ready for the competition on 14 August 1921. Piloted by Willy Leusch, Weltensegler's company test pilot, the glider was carried by the crew at a gentle trot and thrown forward into the breeze blowing up the slope of the Wasserkuppe. The Weltensegler flew smoothly, climbing to around 80m, but a turn to the left ended in disaster when the bank increased with the turn tightening into a spiral dive with increasing airspeed. The loads on the wing increased exponentially as the speed increased and soon the wing failed, fluttering to the ground with the unfortunate Leusch in the cockpit nacelle who was killed on impact.
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The wing structure was wooden with two spruce box spars which were parallel in the centre sections but converged outboard. The leading edge was plywood skinned, as were other stressed areas, and the rest fabric covered. The CAMS 110's twin push-pull configuration Hispano-Suiza 12Ybrs liquid-cooled V12 engines were enclosed within a single nacelle together with the radiator and mounted close to the underside of the upper wing on two streamlined duralumin N-form struts from the lower wing roots, assisted by transverse X-struts. Short, outward-leaning struts from the engine frame supported the centre of the upper wing and N-form struts braced the lower centre section to the fuselage.
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Austin 1969 p. 11. B-24 Liberator, for which Rohr provided the power package (engine and nacelle) in huge numbers during World War II Rohr relocated to the new factory grounds in 1941, but soon had to expand further and purchased new tracts. The exodus of male workers to serve in the Second World War and the company's drastic need for labor resulted in the hiring of many women, first as office staff but soon also as workers on the factory floor. Rohr manufactured power plant assemblies for Consolidated Aircraft's B-24 and PB2Y-3, nacelles for the PBY and Lockheed Hudson, and doors for the nose and landing wheels of Lockheed's P-38 fighter.
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The Lockheed Martin BGM-178 RATTLRS (Revolutionary Approach To Time Critical Long Range Strike) is an advanced cruise missile concept demonstration funded by the US Navy with the view to develop technologies that would then be used to develop a successor to the BGM-109 Tomahawk.Revolutionary Approach To Time Critical Long Range Strike Project (RATTLRS) It is a possible solution to hypersonic cruise missile systems for the United States. Lockheed’s Skunk Works is the prime contractor, while Rolls Royce Liberty Works is designing the YJ102R high-Mach turbine engine. The missile's airframe bears resemblance to the Brahmos missile, and is similar in size and shape to the engine nacelle of the SR-71, or to the D-21 drone.
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The first F.E.2 (1911) The first F.E.2 was designed by Geoffrey de Havilland at the Royal Aircraft Factory in 1911. Although it was claimed to be a rebuild of the F.E.1, a pusher biplane designed and built by de Havilland before he joined the Factory's staff, it was in fact an entirely new aircraft, with construction completed before the F.E.1 was wrecked in a crash in August 1911.Hare 1990, p. 189. The new aircraft resembled the final form of the F.E.1, with no front elevator, but seated a crew of two in a wood and canvas nacelle, and was powered by a 50 hp (37 kW) Gnome rotary engine.
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The second aircraft bearing the F.E.2 designation (1913). The second F.E.2 was officially a rebuild of the first F.E.2, and may indeed have included some components from the earlier aircraft. It was, however, a totally new and much more modern design, larger and heavier than the 1911 aircraft, with the wingspan increased from 33 ft (10.06 m) to 42 ft (12.80 m) and a new, more streamlined nacelle. Loaded weight rose from 1,200 lb (545 kg) to 1,865 lb (848 kg). The new F.E.2 used the outer wings of the B.E.2a, with wing warping instead of ailerons for lateral control, and was powered by a 70 hp Renault engine.
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The PW1120 had 70 percent similarity with the F100, so the IDF/AF would not need a special facility for spare parts. It would be built under licence by Bet-Shemesh Engines Limited in Israel. IAI installed one PW1120 in the starboard nacelle of an F-4E-32-MC of the IDF/AF (Number 334/66-0327) to explore the airframe/powerplant combination for an upgrade program of the F-4E, known as Kurnass 2000 ("Heavy Hammer") or Super Phantom and to act as an engine testbed for the Lavi. The powerplant was more powerful, and more fuel efficient than the General Electric J79-GE-17 turbojet normally installed in the F-4E.
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Following the armistice, the incentives to produce a fighter eventually deviated toward evaluating the prospective applications of a highly unique concept. Upon review of numerous proposals, the Aeronautics Division of the U.S. Bureau of Engineering referred recommendations to the Chief of Naval Operations in which to finalize approval of a submission by the Naval Aircraft Factory (NAF) with which to produce a pre-production series of four prototypes at an estimated construction cost of $84,680. Accordingly, the NAF proposal consisted of a twin-engine flying boat which featured a hull design identical to that of the Curtiss NC-1, an armament of four flexible mounting Lewis machine guns, and four crew members. An egg-like nacelle atop the upper wing housed an additional pilot/gunner's position.
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Early DC-7s were purchased only by U.S. carriers. European carriers could not take advantage of the small range- increase of the early DC-7, so Douglas released an extended-range variant, the DC-7C (Seven Seas) in 1956. Two wingroot inserts added fuel capacity, reduced interference drag and made the cabin quieter by moving the engines farther outboard; all DC-7Cs had the nacelle fuel tanks previously seen on Pan American's and South African's DC-7Bs. The fuselage, which had been extended over the DC-6Bs with a plug behind the wing for the DC-7 and DC-7B, was lengthened again with a 40-inch plug ahead of the wing to give the DC-7C a total length of .
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Water tanks could also be sited in the keels. Hirondelle Family - The Hirondelle Family was born as a result of a Hirondelle Mk III owner, David Trotter, and the original designer Chris Hammond, modifying the Mk III moulds. The most important differences were a wider beam (about 600mm extra), more freeboard (allowing more comfort in the cabin), the starboard forward berth was removed and replaced by a larger functional galley, the heads became much bigger and even able to sport a shower, the rudders were underslung (enabling "sugar scoop" transoms to be used), and windows were installed over the quarter berths. A major improvement in space was also achieved by the new bridge deck nacelle, which allowed more foot room at the central table.
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The Gotha G.VI was an experimental bomber developed from the Gotha G.V. Using the standard wing cellule from the Gotha G.V the G.VI became what was probably the first asymmetrical aircraft to be built. In an effort to reduce drag Hans Burkhard, the chief designer at Gotha, studied various configurations of fuselage and engine nacelle for multi-engined aircraft. He concluded that drag could be reduced dramatically if the number of bodies creating drag could be reduced, on September 22, 1915, Burkhard obtained German Patent number 300 676 for his unusual design. Using the wing from a Gotha G.V Burkhard moved an engine to the front of the fuselage, driving a tractor propeller, and moved it to lie over the port main undercarriage supports.
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Like the Moskalyev SAM-10, the wooden SAM-11 was a development of the SAM-5bis-2, sharing the same cantilever high wing and tail though with the tailplane raised well above the fuselage. The original SAM-11 was powered by a tractor configuration, 220 kW (300 hp) inverted, air-cooled, six cylinder inline Bessonov MM-1 engine in a nacelle above the wing on a central pylon. The amphibian had a two-step planing bottom of V-section, with the first step under mid-chord. The hull was flat-sided and contained a cabin for the pilot and three passengers with the pilot ahead of the wing leading edge and with two windows on each side for the passengers.
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The Teal was based on the two- or three-seat AMF Maranda, and was built mostly of wood. It featured strut-braced high wing, with "W" configuration struts running from the wing roots, down to stabilizing floats (which also contained the main wheels), then back up the wings near 70% span; cruciform tail; two pilots seated side by side under the wing; access to the cockpit by side doors; tricycle undercarriage with the main wheels retracting into stabilizing floats only about 25% of the wing span. The nosewheel retracted into the bow and was covered by two conventional (side-hinged) doors. A rarity among flying boats was its engine location in a nacelle, above the wing, with the propeller rotating immediately in front of the windscreen.
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NTSB investigators analyzed a recording of the air traffic radar plots and observed that the radar had shown debris falling from the aircraft, and used wind data to predict where ground searchers could find it. Parts from the engine's nacelle were found in the predicted area at several locations near the town of Bernville, Berks County, Pennsylvania, some northwest of Philadelphia. On April 20, 2018, CFM issued Service Bulletin 72-1033, applicable to the CFM56-7B-series engine, and on the same day the FAA issued Emergency Airworthiness Directive (EAD) 2018-09-51 based on it. The CFM service bulletin recommended ultrasonic inspections of all fan blades on engines that have accumulated 20,000 engine cycles and subsequently at intervals not to exceed 3,000 engine cycles.
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Three had now crashed with the loss of 17 lives, and the fourth would not be permitted to fly again. It was determined that the accident was caused by a fatigue crack in the main spar of the left wing that caused the outer part of the left wing, outboard of the engine nacelle, to separate from the remainder of the aircraft. The expert panel investigating the accident believed this to be the first fatal aircraft accident anywhere in the world directly attributable to metal fatigue. Stinson Model A in original trimotor configuration The accident and related matters were investigated by a Supreme Court judge who also found that the aircraft's left wing failed in flight due to a fatigue crack.
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AMT's 1966 Enterprise model is one of the company's highest-selling kits (Kelly 2008, p.169). The original model of the Enterprise was equipped with battery-operated lights, but even after the lights were deleted, a number of features from the lighted model persisted in the kit, including a removable main deflector assembly which had covered the battery compartment and served as an on-off switch for the lighted model. There were also little indentations in the saucer section where the light bulbs were to be placed. By the 1980s an ongoing series of revisions to the tooling to correct various inaccuracies, which unfortunately created a few new inaccuracies, such as a deflector dish that is far too small and nacelle caps which are shaped incorrectly.
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A view of the propeller, engine nacelle and exhausts. Although the British team faced no competitors, the RAF High Speed Flight brought six Supermarine Schneider racers to Calshot Spit on Southampton Water for training and practice. The aircraft were: S.5 N219, second at Venice in 1927, S.5 N220, winner at Venice in 1927, S.6A N247, that won at Calshot in 1929, S.6A N248, disqualified at Calshot in 1929, alongside the new and untested S.6Bs, S1595 and S1596. The British plan for the Schneider contest was to have S1595 fly the course alone and if its speed was not high enough, or it encountered mechanical failure, then the more proven S.6A N248 would fly the course.
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While Hughes had designed its predecessors to be fighter variants, the F-11 was intended to meet the same operational objective as the Republic XF-12 Rainbow. Specifications called for a fast, long-range, high-altitude photographic reconnaissance aircraft. A highly modified version of the earlier private-venture Hughes D-2 project, in configuration the aircraft resembled the World War II Lockheed P-38 Lightning, but was much larger and heavier.Winchester 2005, p. 222. It was a tricycle-gear, twin-engine, twin-boom all-metal monoplane with a pressurized central crew nacelle, with a much larger span and much higher aspect ratio than the P-38's wing. The XF-11 used Pratt & Whitney R-4360-31 28-cylinder radial engines.
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Fairchild C-119 Flying Boxcar, doing a parachute drop from the rear de Havilland Vampire T.11, whose booms keep the rear fuselage clear of the jet exhaust Caproni Ca.3, whose booms provided clearance for a propeller - and a position for a gunner to fire to the rear A twin-boom aircraft is characterised by two longitudinal booms (extended nacelle-like bodies). The booms may contain ancillary items such as fuel tanks and/or provide a supporting structure for other items. Typically, twin tailbooms support the tail surfaces, although on some types such as the Rutan Model 72 Grizzly the booms run forward of the wing. The twin-boom configuration is distinct from twin-fuselage designs in that it retains a central fuselage.
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An interesting feature was the inclusion of the Multhopp-Klappe, an ingenious form of combined landing flap and dive brake, which was developed by Hans Multhopp. The entire fuel supply was carried in five tanks located above the internal bomb bay, and in two tanks in the wing between the engine nacelles and fuselage. The tail section was of a twin fins and rudders design, with the tailplane having a small amount of dihedral. The main landing gear legs retracted to the rear and rotated 90° to lie flat in each engine nacelle with the mainwheels resting atop the lower ends of the gear struts when fully retracted, much like the main gear on the production versions of the Ju 88 already did.
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Navy divers eventually found the missing parts of the tailplane close to where the outer section of the right wing was found, indicating the right tailplane was also torn from the aircraft prior to its impact with the water. Numerous small items, including many from the number 4 engine nacelle, were found on Kurnell peninsula, south of the outer section of the right wing. The wreckage trail was aligned approximately north-south with the main wreckage at the north in Botany Bay; and the smaller, lighter items at the south on Kurnell peninsula. The aircraft was not equipped with a flight data recorder or cockpit voice recorder so it was important that as much as possible of the wreckage should be recovered and examined.
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In an experiment toward high-speed rail, the New York Central Railroad fitted a pair of General Electric J47 jet engines from a Convair B-36, complete in their twinned nacelle from the bomber's engine installation, atop one of their RDCs and added a shovel nose front (much like a later automotive air dam) to its cab, but extended upwards, covering the entire front end. This RDC, which NYC had numbered M497, set the United States speed record in 1966 when it traveled at just short of between Butler, Indiana, and Stryker, Ohio. It was never intended that jet engines propel regular trains. With high-speed trains advancing overseas, particularly the Japanese Shinkansen bullet trains, American railroads were under pressure from the federal government to catch up.
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They determined that the wreckage had fallen to the ground in three main sections. Most of the wreckage, including the fuselage, the starboard or right wing, the root of the port or left wing (including the nacelle for the No. 2 engine but not the engine itself), and the Nos. 3 and 4 engines (normally attached to the starboard wing) had fallen in an area of dense forest about northwest of the base camp. The outer port wing and the No. 1 engine had fallen to the northwest of the main wreckage; the empennage and fractured parts of the No. 2 engine (normally attached to the port wing) had fallen roughly north of the main wreckage and northeast of the port wing.
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The P-38, a small, single-crewed example of the bomber destroyer type, was eventually outfitted with a 20 mm cannon and four .50-caliber machine guns in a central nacelle instead of a heavier cannon; it proved itself a highly competent fighter aircraft in the early phase of World War II. A deceptively similar, although completely different, designation was the German Zerstörer (meaning "destroyer"). Introduced on 1 May 1939, the term did specifically exclude the defensive anti-bomber role (leaving it for the light fighters), and envisaged a heavy fighter for offensive missions: escorting the bombers, long-range fighter suppression, and ground attack. The German designs suffered performance deficits as they were weighed down by a two- or three-man crew and extra cockpit accommodations.
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The entire surface of the gondolas was painted gray, with no bare aluminium (silver color was introduced LZ 126). The airship had 6 engines divided between 4 gondolas with 6 Lorenzen wood-air propellers with a diameter of 5.5 m and a pitch of 3.65 m. The propellers were located at the rear of the front driver nacelle gondola, at the side gondolas, at the rear of the rear 3 engine gondola and on the two booms. Fuels included 780 liters of oil and 15,828 liters of fuels, housed in 54 discharge gas cylinders, 14 of which were special case gasoline drums. The drop gas barrels were mounted so that gravity could supply fuel to the engines up to an inclination of 30°.
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New weaponry included a retractable ShVAK in the MV-6 dorsal turret, another ShVAK in a KEB tail turret and a Berezin UBT machine gun in each ShU barbette in each inner engine nacelle, on the underside of the wing covering he lower rear arc of fire to left and right, respectively. Another fuel tank further increased the range, and the 'beard' was removed entirely, replaced by a more streamlined nose. Authorization for production was slow for several reasons, including the Great Purge, but also due to the scarcity of resources, and a shortage of workers. Although production facilities in the Kazan Factory No. 124 were ready as early as 1937, the order to begin was not given until 1939.
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The dural and fabric BOK-5 was a single-engined tail-less monoplane used to develop trailing edge controls for tail-less aircraft. The aircraft had a low aspect ratio moderately tapered wing with the fixed tail- wheel undercarriage, single M-11 engine, pilots cockpit all accommodated by the central nacelle which faired into an integral fin, with rudder, at the rear. The trailing edges were each divided into three with elevators inboard, flaps in the middle and ailerons outboard, with all controls inter-connected as required for the test being carried out (sometimes termed 'Flailevators' although this is usually used for single surfaces performing all three control tasks, not separate surfaces with control mixing). Flight trials were carried out by Stefanovskii and Nyukhtikov from the summer of 1937.
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Company officials argued that it made more sense to allow them to complete the XB-46 prototype as a stripped-down testbed omitting armament and other equipment and for the AAF to allow them to proceed with two XA-44 airframes in lieu of the other two XB-46s on contract. In June 1946, the AAF agreed to the substitution but that project was ultimately cancelled in December 1946 before the prototypes were completed. The B-46 would be completed with only the equipment necessary to prove its airworthiness and handling characteristics. The XB-46 had a long streamlined oval torpedo-shaped fuselage, long narrow straight shoulder-mounted wings with four Chevrolet-built J35-C3 axial-flow eleven stage turbojets of static thrust paired in an integral nacelle under each wing.
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Investigators were able to determine the most likely sequence of the in-flight break-up: #left outer wing #tail assembly #right wing #right engine Investigators found nothing in the wreckage to indicate there had been an explosion or fire in the aircraft prior to it striking the ground. It was immediately clear that the outer part of the left wing had broken away from the aircraft. The lower boom in the main spar had failed at the outboard edge of the engine nacelle and then the upper boom had also failed as the result of the wing folding upwards under the air loads imposed on it. The rear spar had then failed, allowing the entire outer part of the wing to separate from the aircraft and drift slowly to the ground.
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Lift wires ran from this girder to the underside of the wing beyond mid-span and a pair of landing wires on each side were fixed to the apex of a two strut, triangular central cabane or kingpost above the wing. Behind the wing trailing edge and the end of the lower girder the rear fuselage was a tapering, vertically orientated, two bay Warren truss, ending at a vertical cross member which supported the rudder. The triangular tailplane and fin were mounted on the horizontal upper fuselage beam and the straight edged rudder extended down through a cut-out between the elevators to the lower beam. Some Reynards were built with a hinged nacelle to give the pilot better protection from the weather, though still in an open cockpit.
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In 1930 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). Anatolii Georgievich Bedunkovich designed a large single-engined twin-boomed attack aircraft during 1939, to be constructed from stressed skin light-alloy. This large aircraft was to carry a heavy cannon armament including a turret in the rear of the fuselage nacelle, which also housed the single engine, driving propellers in the nose of each tail-boom, through shafts and gearboxes. There is no record of this interesting project having been built or flown.
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When entering a steep turn, the slats had a tendency to open due to the high angle of attack, analogous to the opening of the slats during the landing approach. (This problem was first observed on the Bf 109V14 and V15 prototypes for the Bf 109E), which added to the problems keeping the aircraft flying smoothly. However, when the problems with the general lateral instability were addressed, this was no longer a real problem. The wing panels of the earlier Me 210 had been designed with a planform geometry that placed the aerodynamic center in a rearwards direction in comparison to the earlier Bf 110, giving the outer sections of the wing planform beyond each engine nacelle a slightly greater, 12.6° leading edge sweepback angle than the inner panels' 6.0° leading edge sweep angle.
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Earhart's accomplishments in aviation inspired a generation of female aviators, including the more than 1,000 women pilots of the Women Airforce Service Pilots (WASP) who ferried military aircraft, towed gliders, flew target practice aircraft, and served as transport pilots during World War II. The home where Earhart was born is now the Amelia Earhart Birthplace Museum and is maintained by The Ninety-Nines, an international group of female pilots of whom Earhart was the first elected president."The Yellow Brick Road Trip." theyellowbrickroadtrip.blogspot.com. Retrieved: July 2, 2009. A small section of Earhart's Lockheed Electra starboard engine nacelle recovered in the aftermath of the March 1937 Hawaii crash has been confirmed as authentic and is now regarded as a control piece that will help to authenticate possible future discoveries.
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In turn, this was projected to enable the aircraft to attain its design speed of Mach 1.8. Although the nacelle engines were capable of producing adequate thrust as to allow the aircraft to steadily hover on dry thrust alone, concerns over the smoothness of transition from dry thrust to reheat led to a requirement being approved for the aircraft to have the ability of taking off vertically under reheat. Accordingly, this required a very short reheat pipe to be adopted in order to provide the necessary ground clearance. The reheated engines featured a relatively simple two-position nozzle, which could switch between reheat and non-reheat; the inlet duct was also capable of being moved forward when the aircraft was moving at slow speeds or during a hover, which opened an auxiliary air intake.
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The CFM International LEAP engines of the 737 MAX have a higher bypass ratio and have a larger nacelle than the engines of previous Boeing 737 models, so the engines are placed higher and further forward in relation to the wing than on previous models. This destabilises the aircraft pitch at higher angles of attack (AoA) due to a change in aerodynamics. To deal with this, Boeing designed a Maneuvering Characteristics Augmentation System (MCAS) for the 737 MAX series. Former Boeing engineers expressed the opinion that a nose down command triggered by a sensor single point of failure is a design flaw if the crew is not prepared, and the FAA was evaluating a fix of the possible flaw and investigating whether the pilots' transition training is adequate.
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A motor glider conversion of the K 8B was developed by LVD (the Flying Training School of the Detmold Aero Club) similar to their conversion of a Scheibe Bergfalke IV known as the BF IV-BIMO, in which a Lloyd LS-400 piston engine mounted in the fuselage drives a pair of small two-blade pusher propellers rotating within cutouts in each wing near the trailing edge. Another motorglider conversion was used by "Vestjysk Svæveflyveklub" in Denmark: it had a small Wankel rotary engine mounted in a nacelle on an aluminium stick above the main spar. The engine was started with a recoil starter like a lawn mower. The high RPM of the device made it extremely unpopular: the propeller tips created a permanent sonic boom, that made the plane extremely noisy.
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The exact name seems to be uncertain: the contemporary (February 1939) Flight article calls it Delta 8, in line with the airliner named as Delta 9, but the registration documents from that JanuaryRegistration documents for G-AFPX refer to the Delta F and the latter name has been widely used. The design had first been announced in Flight in 1937 as the Delta F.Flight November 1937 Certainly the Delta 8 was not a scale model of the proposed airliner, but the arrangement of its lifting surfaces was similar. A twin-engined aircraft constructed of wood, the Delta 8 looked at first sight rather like a conventional pod and twin boom machine. It had a central nacelle, almost elliptical in profile, suspended beneath the wing and containing the glazed cabin.
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In response to the military interest, the company decided to construct a militarised second prototype. While it did not differ in structure from the first civil-orientated prototype, it featured a faired ventral nacelle for a bomb-aimer, a forward-firing machine gun above the pilot's cabin, along with another machine gun located on the underside of the tail. Furthermore, a third machinegun could be installed at an open position aft of the dorsal fairing to provide for further rear defense.Apostolo 1967, pp. 3–4. During October 1936, production of the SM.79 formally commenced. Initially, focus was given to producing civil aircraft while military variants continued to be developed; as such, there were a pair of principal commercial variants produced as well, these being the speed- focused SM.79C (C standing for race) and the long-range SM.79T (T for Transatlantic).
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The main objective is to protect the passengers or valuable cargo from the damage caused by an accident. In the case of airliners the stressed skin of the pressurized fuselage provides this feature, but in the event of a nose or tail impact, large bending moments build all the way through the fuselage, causing fractures in the shell, causing the fuselage to break up into smaller sections. So the passenger aircraft are designed in such a way that seating arrangements are away from areas likely to be intruded in an accident, such as near a propeller, engine nacelle undercarriage etc. The interior of the cabin is also fitted with safety features such as oxygen masks that drop down in the event of loss of cabin pressure, lockable luggage compartments, safety belts, lifejackets, emergency doors and luminous floor strips.
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An example of a wind turbine, this 3 bladed turbine is the classic design of modern wind turbines Foundation, 2-Connection to the electric grid, 3-Tower, 4-Access ladder, 5-Wind orientation control (Yaw control), 6-Nacelle, 7-Generator, 8-Anemometer, 9-Electric or Mechanical Brake, 10-Gearbox, 11-Rotor blade, 12-Blade pitch control, 13-Rotor hub. Wind turbine design is the process of defining the form and specifications of a wind turbine to extract energy from the wind. A wind turbine installation consists of the necessary systems needed to capture the wind's energy, point the turbine into the wind, convert mechanical rotation into electrical power, and other systems to start, stop, and control the turbine. This article covers the design of horizontal axis wind turbines (HAWT) since the majority of commercial turbines use this design.
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The K't'inga model was later revisited for Star Trek VI: The Undiscovered Country, in which Industrial Light & Magic enhanced the original studio model with glowing engine nacelles and changed the color from muted gray-greens to light gray with gold accents and maroon paneling. ILM's alterations were meant to "contrast... with the Enterprise-A, which is very smooth and monochromatic and cool, while this Klingon ship is very regal and ostentatious and warm". A CGI version of the ship, with a slightly modified nacelle design, was created for the later seasons of Deep Space Nine; this particular model was erroneously used to represent older Klingon ships in the Voyager episode "Prophecy" and the Enterprise episode "Unexpected". The original studio model for the K't'inga-class battlecruiser was later sold in a 2006 Christie's auction for US$102,000.
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On its return to England the S.80 was largely rebuilt, with new wings and tailbooms and a tailplane of reduced chord. The front elevator was deleted, and the nacelle was modified to a side-by side two-seater layout with dual controls, the space formerly occupied by the other two seats now being used for the fuel tank. On 1 August 1914 McClean flew the aircraft to the Isle of Grain and presented it to the Admiralty, where it was re-engined with a Gnome Monosoupape driving a four- bladed propeller and fitted with a fixed fin, half above and half below the tailplane, and given Admiralty number 905. Since it was underpowered it could not take off from calm water in low wind conditions, and was used for taxiing practice by pilots converting from landplanes.
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Ju 288 V1 first prototype, showing its complex "folding" main undercarriage. The limited space available to stow landing gear has led to many complex retraction mechanisms, each unique to a particular aircraft. An early example, the German Bomber B combat aircraft design competition winner, the Junkers Ju 288, had a complex "folding" main landing gear unlike any other aircraft designed by either Axis or Allied sides in the war: its single oleo strut was only attached to the lower end of its Y-form main retraction struts, handling the twinned main gear wheels, and folding by swiveling downwards and aftwards during retraction to "fold" the maingear's length to shorten it for stowage in the engine nacelle it was mounted in. However, the single pivot-point design also led to numerous incidents of collapsed maingear units for its prototype airframes.
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The Tether, the key to keeping the dimensions separate, has remained hidden on our Earth for two millennia. Now it has been found in a small northern town by Nacelle, a demon underlord. Sckraab, his lord and father, plans to use the Tether to open a permanent portal across the Void between the Earths and conquer both worlds. Before the Demons get to the Tether, a young miner, Nathan Mallstrom, stumbles upon the artifact during one of his shifts. Caught in the imminent battle for the Earth’s future, Nathan joins with Summer Vale, a super soldier with Demon DNA who is dealing with her own clouded past. The two, along with Nathan’s sister Gwen and Summer's sidekick Bulo, try to unlock the mystery of the Tether and fight to protect the world from a Demonic army.
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In all, 227 examples of standard service variants of the BV 138 were built. The first such variant, BV 138 C-1, began service in March 1941. While non-standard variants carried a variety of armament, the standard variant featured two 20 mm MG 151/20 cannon, one in a power-operated bow turret and one in a power-operated stern turret, up to three 7.92 mm MG 15 machine guns, and a 13 mm (.51 in) MG 131 machine gun in the aft center engine nacelle. It could carry up to 500 kg (1,100 lb) of bombs or depth charges (under the starboard wing root only) or, in place of these, up to 10 passengers. Both the B-1/U1 and C-1/U1 variants had racks under both wings to double the offensive load.
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The IS-5 Kaczka (Duck) was designed by T. Kosti and I. Kaniewska, and built at the Jeżów Glider Workshop, as a research aircraft to investigate tail-first canard aircraft. The all-wood fuselage was formed from a semi-monocoque shell to form a pod under the wing containing the cockpit, with a nose extending forwards to support the canard surfaces. At the rear of the nacelle an airbrake was formed from two halves of the fuselage opening outwards, in similar fashion to the airbrakes on certain jet attack aircraft, like the Hawker-Siddeley Buccaneer (at the rear of the fuselage) and Grumman A-6 Intruder (at the wing-tips). The wings were of conventional construction with a ply-covered torsion box forming the leading edge forward of the mainspar and fabric-covered ribs to the rear of the main-spar.
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Rear view of a 777 nacelle with separate core and bypass flows By 1990, as Boeing was studying the enlarged 767-X, Rolls-Royce was proposing its Trent engine with a larger fan driven by a new, bigger LP turbine, a modified IP compressor and no exhaust mixer. It would attain , to be certified in early 1995 for a mid-1995 introduction, with growth potential to with a new HP core. After being rebutted by British Airways, Rolls-Royce launched the Trent 800 in September 1991 with a £250 million ($432.5 million) order from Thai Airways to power 15 Boeing 777s, certification was then planned for 1995 and first deliveries for January 1996. Certification was applied for on 2 April 1992. By September 1992, its fan was to be tested in December and a full test was planned for September 1993.
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Focus has also been put on tapping the maintenance, repair and overhaul (MRO) market. In January 2015, China Airlines established Taiwan Aircraft Maintenance & Engineering Co. (TAMECO), an airline MRO company focusing on Boeing 737, 777, and Airbus A320, A330/A340, and A350XWB families fuselage maintenance. For the project, Airbus is providing a wide range of support, one of which is inviting China Airlines to join the Airbus MRO Alliance (AMA), alongside AAR Corp, Aeroman, Sabena technics, Etihad Airways Engineering, and GAMECO. Moreover, a joint-venture agreement has been signed with Tulsa-based Nordam, specializing in nacelle, thrust reversers, and composite materials, to establish the only Nordam repair center in Asia. The first TAMECO hangar, to be completed in March 2019, will be able to accommodate 2 777/A350 and 3 737/A320 at the same time.
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Instead, a pair of girders, each tapering in profile and with two vertical cross members, were mounted parallel to each other in plan. On all types the upper members were attached to the upper wing; on landplanes the lower member passed under the lower wing and supported the landing wheels but on Caudron seaplanes they were kept out of the water by joining the lower wing. A rectangular plan tailplane was placed just under the upper girder members at the extreme tail, with three small, rectangular vertical tails on its upper surface between the girders in a departure from the Caudron norm. The three crew were accommodated in a flat sided nacelle, mounted above the lower wing, with a semi-cowled, Gnome Lambda 7-cylinder rotary engine in the nose and the pilot placed at about mid-chord.
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The Bréguet Type 1 differed from most biplane designs of the time by being of tractor configuration and not having a forward elevator, as used by the Wright Brothers and Gabriel Voisin, and in using a steel structure when wood was the material of choice for most builders at the time. The engine was mounted at the front of the aircraft in a square section nacelle projecting forwards from the lower wing, driving a three-bladed propeller. The upper wing was built in three separate sections, with the entire outer sections pivoting about the main spar for control purposes, while the lower wings, which had a smaller wingspan, were divided into two pivoting planes, with a large gap between them in place of a centre section. The wings were connected by four steel tube interplane struts, each enclosed in a streamlined fairing.
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Flight 529 left the ramp area at Atlanta at 12:10 Eastern Daylight Time, and took off at 12:23. At 12:43:25, while climbing through 18,100 feet, the occupants of the aircraft heard a thud which First Officer Warmerdam later described as sounding like "a baseball bat striking an aluminum trash can." One of the blades of the Hamilton Standard propeller on the left engine had failed and the entire assembly had become dislodged, deforming the engine nacelle and distorting the wing's profile."Three dead in Georgia commuter crash", IASA - International Aviation Safety Association Although the EMB 120, like all transport-category multi-engine airplanes, is designed to fly with one engine inoperative, the distortion of the engine resulted in excessive drag and loss of lift on the left side of the aircraft, causing it to rapidly lose altitude.
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This required that manufacturing joints be used along the chord lines of the wings and tail surfaces, which split the spars and ribs in half. Similarly, the fuselage was built the same way, although it was split vertically along the centerline. This new technique did impose a small weight penalty but had the unexpected advantage of greatly accelerating the assembly process, as the internal equipment could be installed before the halves were joined together. This allowed several teams to work on a single sub-assembly before they were mated.Gordon, Komissarov, and Komissarov 2004, pp. 108–109. Most of the other multi-engined jet aircraft in existence, when the Il-22 was being designed, either had the engines in a nacelle (singly or in pairs) directly attached to the underside of the wing or were buried in the wing itself.
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The wings were connected by four single interplane struts, the central pair attached to booms (also Fabre girders) bearing the forward-mounted elevator and a rear-mounted rudder mounted in front of an adjustable horizontal stabilising surface. The aluminium-covered nacelle, in which the pilot and passenger were seated side by side) in front of the Gnome Omega rotary engine, was suspended between the wings by steel cables which were attached to the ends of the central pair of interplane struts. The undercarriage consisted of a pair of long skids mounted on extensions of the inner interplane struts and connected to the forward extremities of the fuselage booms, each bearing a pair of wheels on a short axle. A tailskid which could be moved by the pilot to act as a brake was carried on the lower end of the rudder mounting.
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Close-up of nacelle and engine installation After being exhibited at the 1910 Paris Aero Salon, a few short flights were made by Paulhan at the end of October at Saint-Cyr-l'Ecole and showed what Flight described as "satisfying flight behavior". A public demonstration of the aircraft was later made on 26 November by Albert Caillé, including two return flights betewwen St Cyr and Buc. Paulhan wanted this demonstration of his aircraft to be made by someone other than himself, in case its success was attributed solely to his skill as a pilot. (Caillé was a former pupil at Paulhan's flying school who has only been awarded his Aero Club de France license at the beginning of September.) Commercial rights for Great Britain had been acquired by George Holt Thomas, who succeeded in interesting the British War Office in the aircraft.
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Like the Vulture, DB engineers found the DB 606, weighing in at a massive 1.5 tonnes apiece was mediocre, particularly when the airframe mounting them possessed an engine accommodation design that prevented adequate maintenance access and ventilation. Production of the He 177A continued and in service with deficient powerplant installation, engine nacelle internal design and maintenance access, it was plagued by engine failures, overheating and fires while airborne, earning it the nickname "Flaming Coffin" by its crews. Unlike the British and Ernst Heinkel, who complained in November 1938 over what Reichsmarschall Hermann Göring was calling welded-together engines by August 1942, the Luftwaffe was partly hesitant of the need for a truly "four- engined" Heinkel He 177B for level bombing, due to the November 1937-imposed dive bombing requirement on the existing He 177A, until Goering cancelled that requirement on September 15, 1942.
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In Star Trek IV: The Voyage Home Spock re-crystallized a Klingon Bird of Prey's decaying dilithium through exposure to high-energy photons as generated by 20th century fission reactors. As shown on the series, the streams of matter (deuterium gas) and antimatter (anti-deuterium) directed into crystallized dilithium are unbalanced: there is usually much more matter in the stream than antimatter. The annihilation reaction heats the excess deuterium gas, which produces plasma for the nacelle(s) and allows faster than light travel. In addition, most starships use this plasma as a power source for the ship's systems; in the series Star Trek: Enterprise (2001-2005), this was referred to as an electro-plasma system, (a backronym of the term "EPS", which was used in all other series except the original series) to refer to a ship's or station's power system.
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Modern drawing of the P.13b Before the DM.10 was begun, in December 1944 Lippisch's attention moved to a revised design similar in some respects to the earlier P.11 / Delta VI but keeping the P.13a's sharp sweep angle and solid-fuel ramjet with rotating burner. The wing was essentially that of the P.12/13 but larger at span and cut short at the front for unswept air intakes at the roots. Like the P.11 it had a conventional nose nacelle and cockpit with small twin tail fins either side of a centre section inset on the straight wing trailing edge. The landing skid was moved further back and refined, with a return of the early P.12's small downturned winglets or fins on the wingtips to act as outrigger bumpers when landing.
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In the late 1940s, there were no suitable jet U.S. interceptors yet developed, so the P-61 transitioned into the ADC interceptor mission. The F-61s available, however, were largely war- weary and the night fighter F-82C/D models were modified into all-weather interceptors to replace them. North American F-82F Twin Mustang 46-414, 52d Fighter Group (All Weather), Mitchel AFB, New York at the 1950 World Wide gunnery meet, Nellis AFB, Nevada on 26 March 1950. Marked as Group Commander's aircraft, flown by Colonel William Cellini. The production interceptor versions of the Twin Mustang were designated the F-82F and F-82G; the distinguishing feature between the F and G models was largely the nacelle beneath the center-wing that housed radar equipment (F-82F's AN/APG-28 and F-82G's SCR-720C18).
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In 2010, Pratt & Whitney launched the development of an ultra high-bypass version, with a ratio significantly higher than the PW1100G's 12.2:1 for the A320neo, to improve fuel consumption by 20% compared to a CFM56-7 and reduced noise relative to the FAA's Stage 4 by 25 dB. In 2012, wind tunnel tests were completed on an earlier version of the fan and in 2015, 275h of testing were completed on a fan rig. More than 175h of ground testing of key components were completed in October 2017, on a shorter duct inlet, a part of the nacelle and a fan with lower-pressure ratio blades, significantly fewer than the 20 blades of the PW1100G. The US FAA Continuous Lower Energy, Emissions and Noise (CLEEN) program sponsors the tests, with its technologies to be validated in a flight test campaign.
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In 1933 Chyetverikov had the design for a compact twin engined flying-boat ready for further development, which he proposed to the Glavsyevmorput (Glavsyevmorput – chief administration of northern sea routes) as a multi-role Arctic aircraft, and an order for a prototype was made, setting up Chyetverikov in his own OKB (design bureau). The ARK-3 was of mixed construction, with a long Duralumin stressed skin fuselage; wooden wings of MOS-27 aerofoil section; duralumin tubing tail surfaces; and ailerons with fabric covering. The dual control enclosed cockpit housed two pilots sided by side with two gunners/observers in bow and dorsal positions. Strut-supported wooden floats, at approximately half-span; and a pylon-supported engine nacelle housing tandem radial engines with Townend ring cowlings; completed the structural elements, built with a safety factor of 5.5.
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The glider built for the 1921 Rhön competition was a monoplane with a constant chord un-swept centre section extending to approx 2/3rds span with around 10 degrees dihedral. The wing-tips attached to the tips of the centre section were swept back at approx 45 degrees with washout increasing towards the tip, giving a gull like appearance. The structure of the wings was provided by the thin section ribs, spars and an open framework wire-braced truss under the wing surfaces from the tips of the centre section inboard to the pilots nacelle, which was underslung from the centre of the wing. The flying controls for the Weltensegler were unorthodox and unique, consisting of a system of cables pulleys and springs, connected to a control stick for the pilot, to warp the wing-tips as desired.
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When new inner lower booms were installed in VH-RMQ in 1958, new engine nacelle rear mount fittings were also installed but when new booms were again installed in 1964 the fittings first installed in 1958 were re-used. In the wreckage of the right wing of VH-RMQ there was evidence of an initial problem while trying to align the five holes in the old fitting with the bushes in the new boom. The bores of three bushes had been scored with a drill, possibly while maintenance personnel were trying to align three of the holes sufficiently to be able to insert the attachment bolts. Running a drill through the bush at Station 143 may have disturbed the bush and initiated a sequence of actions leading to fatal damage to the wall of the hole.
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The "Triple Twin" Shorts airframe number S.39 was given to an experimental twin-engined aircraft based on the Type S.27, the Triple Twin. This was powered by two 50 hp Gnome Omega engines, one in the front of the nacelle driving a pair of tractor propellers mounted on the interplane struts, with the chain drive to the left-hand propeller crossed so that the front propellers revolved in opposite directions, and the second engine mounted behind the trailing edge of the lower wing driving a pusher propeller. As first built and flown the wings were of equal span, with trailing edge ailerons fitted to both upper and lower wings. It was first flown by McClean on 18 September 1911 and bought by the Admiralty in June 1912, being given the serial number T.3.
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Most of the iconic shots were replicated, beginning with the helicopter approach and close-up turn of McGarrett at the Ilikai Hotel penthouse, the jet engine nacelle, a hula dancer's hips, the quickly stepped zoom-in to the face of the Lady Columbia statue at Punchbowl, the close-up of the Kamehameha Statue's face, and the ending with a police motorcycle's flashing blue light. The surname of recurring character Governor Sam Denning (played by Richard T. Jones) was a nod to actor Richard Denning, who played the Governor in the original series. Starting with the Season 7 many of the clips that were part of the original opening were removed and more action shots of the cast were included. On the March 19, 2012 episode, Ed Asner reprised his role as "August March", a character he first played in a 1975 episode.
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The MB-4 was designed to meet a June 1919 specification from the United States Post Office Department for a two- or three-engined mailplane, required to carry 1,500 lb (682 kg) of mail on a single engine. Thomas-Morse chose to use as much as possible of its existing Thomas-Morse MB-3 fighter in order to reduce costs, using two engineless MB-3 fuselages to carry the crew and cargo, with the pilot in a cockpit in the nose of the port fuselage and the co-pilot/mechanic in a similar cockpit in the nose of the starboard fuselage, while cargo was carried behind the crew in each fuselage. Two 300 hp (224 kW) Wright-Hisso H V8 engines were mounted in a central nacelle between the two main fuselages in a push-pull configuration, with fuel tanks mounted between the engines.Eberspacher 2001.
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The site has been chosen for its wind pattern with annual yields of more than 3,600 full load hours close to 9 m/s, similar to offshore sites. The complex of six wind farms will comprise 278 wind turbines from Vestas, 248 V117 and 30 V112, each with its capacity optimized from 3.45 MW to 3.6 MW, for a total capacity of 1,000 MW. Each turbine has a nacelle height of 87 m and a wing span of either 117 m or 112 m. The transmission lines will use transmission towers of composite materials with foundations that do not require the use of explosives, reducing the environmental impact of the construction work. The 71 turbine foundations for the Roan part of the farm will use rock anchor foundation technology and will be delivered by the Norwegian subsidiary of Peikko Group from April 2017 to the spring of 2018.
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P-47 with its raked-forward main gear, and rearward-angled main wheel position (when retracted) indicated by the just-visible open wheel door. Some main landing gear struts on World War II aircraft, in order to allow a single-leg main gear to more efficiently store the wheel within either the wing or an engine nacelle, rotated the single gear strut through a 90° angle during the rearwards-retraction sequence to allow the main wheel to rest "flat" above the lower end of the main gear strut, or flush within the wing or engine nacelles, when fully retracted. Examples are the Curtiss P-40, Vought F4U Corsair, Grumman F6F Hellcat, Messerschmitt Me 210 and Junkers Ju 88. The Aero Commander family of twin-engined business aircraft also shares this feature on the main gears, which retract aft into the ends of the engine nacelles.
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With the beginning of the jet age, the need for clearance for the propeller was replaced with the need to provide a clear path for hot exhaust gases. Jet engine efficiency was hampered by long intake and exhaust trunks, as were used on many early designs, and one solution was to use twin booms to shorten the exhaust trunking to the minimum, such as de Havilland used on their successful Vampire and Venom jet fighters. A small number of designs used twin booms for other reasons, most notable being the Lockheed P-38 Lightning, whose booms contained the overly lengthy engine turbo-superchargers, which would have made for an unusually long nacelle. The final use for a twin boom to be developed was in tying together very high aspect ratio wings and canards as on the Rutan Voyager, to reduce flexing, and the weight needed to otherwise constrain it.
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The SE, a large twin-engine biplane bomber, performed well on trials, but it was not ordered. Béchereau's first real success was the SPAD S.VII, which superficially resembled a smaller, neater A.2, without the forward gunner's nacelle. Developed from the SPAD V, of which 268 were ordered but none built as SPAD Vs, the SPAD S.VII was a single-seat tractor biplane fighter of simple and robust design powered by the new Hispano-Suiza water-cooled V-8 engine. Compared to earlier fighters, when the SPAD VII appeared in 1916 it was a heavy and unmanoeuvrable aircraft, but pilots learned to take advantage of its speed and strength. Some 3,500 SPAD S.VIIs were built in France, 120 in Britain, and 100 in Russia before their capitulation, although many more had been ordered from a new factory in Yaroslavl, which was not completed until after the Russian Civil War.
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Seastar, 2010 The Dornier Seastar is a parasol wing flying boat, powered by a pair of Pratt & Whitney Canada PT6A-112 engines, mounted in a single nacelle over the wings in a push- pull configuration. In general layout, it strongly resembles both the innovative Dornier Wal all-metal monoplane flying boat of the 1920s, of which over 250 examples were built, and its direct successor, the larger Dornier Flugzeugwerke's Do 18 of the 1930s. Locating both of the engines in the center of the wing enables the weight of the engines to be more effective in reducing any induced rolling motions; it also protects the engines from water spray, reducing corrosion, and eliminates asymmetric thrust when operating. The Seastar's fuselage is composed of a fiberglass composite material, which is corrosion-proof as well as being less prone to leaks in comparison to rivetted metal hull counterparts.
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Caproni Stipa experimental airplane in 1932, showing Stipa's "intubed propeller" design in which the propeller and engine are mounted inside a hollow tube which constitutes the airplane's fuselage. In the 1920s, Stipa applied his study of hydraulic engineering to develop a theory of how to make aircraft more efficient as they traveled through the air. Noting that in fluid dynamics—in accordance with Bernoulli's principle—a fluid's velocity increases as the diameter of a tube it is passing through decreases, Stipa believed that the same principle could be applied to air flow to make an aircraft's engine more efficient by directing its propeller wash through a Venturi tube in a design he termed an "intubed propeller". In his concept, the fuselage of a single-engined airplane designed around an intubed propeller would be constructed as a tube, with the propeller and engine nacelle inside the tube, and therefore within the fuselage.
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In the 1970s, Hamilton Standard described its propfan as "a small diameter, highly loaded multiple bladed variable pitch propulsor having swept blades with thin advanced airfoil sections, integrated with a nacelle contoured to retard the airflow through the blades thereby reducing compressibility losses and designed to operate with a turbine engine and using a single stage reduction gear resulting in high performance." In 1982, the weekly aviation magazine Flight International defined the propfan as a propeller with 8–10 highly swept blades that cruised at a speed of , although its definition evolved a few years later with the emergence of contra-rotating propfans. In 1986, British engine maker Rolls- Royce used the term open rotor as a synonym for the original meaning of a propfan. This action was to delineate the propfan engine type from a number of ducted engine proposals at the time that had propfan in their names.
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Flight tests revealed a serious drag problem, which was addressed via the adoption of Küchemann wingtips and "beaver tail" engine nacelle fairings, as well as a redesigned basal rudder segment for greater control effectiveness; these aerodynamic refinements considerably elongated the testing process.Cole 2000, pp. 69, 74. The certification programme included visits to Nairobi, Khartoum, Rome, Kano, Aden, Salisbury and Beirut. A VC10 flew across the Atlantic to Montreal on 8 February 1964. By this point, seven of the original 12 Standards were complete and the production line was preparing for the Supers. A Certificate of Airworthiness was awarded on 23 April 1964 and the plane was introduced to regular passenger service between London and Lagos on 29 April.Andrews and Morgan 1988, p. 473.Cole 2000, p. 74. By the end of 1964, all production requirements had been fulfilled; Vickers (now part of BAC) retained the prototype.
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Sheltem establishes himself on a series of flat worlds known as nacelles (which are implied to be giant spaceships) and Corak, a second guardian and creation of the Ancients, with the assistance of the player characters, pursues him across the Void. Eventually both Corak and Sheltem are destroyed in a climactic battle on the nacelle of Xeen. The sixth, seventh and eighth games take place on Enroth, a single planet partially ruled by the Ironfist dynasty, and chronicle the events and aftermath of an invasion by the Kreegan (colloquially referred to as Devils), the demonlike arch- enemies of the Ancients. It is also revealed that the destruction wrought by the Ancients' wars with the Kreegan is the reason why the worlds of Might & Magic exist as medieval fantasy settings despite once being seeded with futuristic technology – the worlds have been 'cut off' from the Ancients and descended into barbarism.
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Aircraft was named after his wife Alice Ruth. In New Guinea, the squadron was assigned to Fifth Air Force and initially stationed at Dobodura airfield in November 1943. It was the first dedicated night interceptor squadron assigned to the Pacific Theater. However, it was found that the P-70 was not very successful in actual combat interception of Japanese fighters at nightBaugher Douglas P-70 and after a short time, Fifth Air Force modified some Lockheed P-38F Lightnings in the field as single-seat night fighters by fitting an SCR540 radar with yagi antennae on the nose on both sides of the central nacelle, and above and below the wings. The Lightnings were much more successful than the P-70s, and Lockheed sent field representatives to new Guinea to study the modified aircraft for a new production model (P-38M) which it began producing in 1944.
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The rudder and elevator were activated by a control wheel which was turned to control the rudder and moved forwards and backwards to control the elevator. It had a tricycle undercarriage consisting of a pair of mainwheels mounted on sprung steel struts below the wing and a nosewheel below the front of the nacelle, although the aircraft at rest rested on the two mainwheels and skids mounted at the rear of the lower pair of tailbooms. The type became famous after a flight between Paris and Bordeaux made in September 1910 by Juan Bielovucic, who intended to compete in an aviation meet being held in Bordeaux and flew there from Paris in order to save the expense of sending the aircraft by rail. The flight was made in four stages (Paris–Orléans, Orléans–Châtellerault, Châtellerault–Angoulême and Angoulême–Bordeaux) spread over three days, in a total flying time of 6 hrs.
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The tailplane and elevator were carried on the top booms, > the pair of rudders pivoting on posts below. The pointed nose nacelle, was > covered with two layers of cedar, laid up diagonally over the structure, and > was mounted on short struts between the wings. The main floats were of > similar construction, but rendered watertight, and were mounted on a steel > tube chassis, intended to be sprung later. Power: 150hp NAG (British-made) > six-cylinder inline, water-cooled driving a Normale pusher propeller direct. > Data: Span top 60ft Span bottom 53ft Chord 6ft Gap 6ft Length 30ft Area 678 > sq ft Area tailplane 39 sq ft Area elevator 33 sq ft Area rudders 32 sq ft > Weight 1,3001b Weight allup 2,550 lb Speed range 32-65mph Endurance 5hr > Hamble River, Luke H.L.1 The H.L.1 was built by Hamble River, Luke and Co., > of Hamble, Hants.
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The cramped layout of the ventral gondola, with the bomb-aiming instruments located in front and the rearwards-aimed ventral defensive machine gun in the rear, made it impossible to perform both bomb-aiming and rear defence simultaneously, so its usefulness was compromised. Because of this, in the later versions which were used exclusively for torpedo-bombing tasks, the ventral weapon and nacelle were removed. The fixed forward Breda machine gun, more suited to offensive tasks and aimed by the pilot, was seldom used defensively, and was often removed or replaced with a smaller calibre gun or mock-up, with an associated gain in speed and range due to the reduction in weight. The rear ventral gondola on the Sparviero was somewhat similar to the almost identically located Bola emplacement on the main wartime production -P and -H subtypes of the Heinkel He 111 German medium bomber, which was only used as a ventral defensive armament mount on the German aircraft.
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The Do J had a high-mounted strut-braced parasol wing with two piston engines mounted in tandem in a central nacelle above the wing; one engine drove a tractor and the other drove a pusher propeller. The hull made use of Claudius Dornier's patented sponsons on the hull's sides, first pioneered with the earlier, Dornier-designed Zeppelin-Lindau Rs.IV flying boat late in World War I. The Do J made its maiden flight on 6 November 1922. The flight, as well as most production until 1932, took place in Italy because of the restrictions on aviation in Germany after World War I under the terms of the Treaty of Versailles. Dornier began to produce the Wal in Germany in 1931; production went on until 1936. In the military version (Militärwal in German),Das Flugzeug im Zeppelin-Konzern und seinen Nachfolgebetrieben, Ernst Wasmuth Verlag Tübingen, Berlin & Zeppelin Museum Friedrichshafen 2006 a crew of two to four rode in an open cockpit near the nose of the hull.
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Night Reconnaissance Group 15, attached to the 4th Panzerarmee in southern Poland during late 1944, carried out nocturnal recon and light bombing sorties with a handful of 189A-1s. These planes typically lacked the main model's rear dorsal machine gun. Small numbers of A-1s were used in the night fighter role in the closing weeks of the war - the aircraft were modified for this new duty by having their reconnaissance equipment removed, and then fitted with FuG 212 AI radar in the nose and a single obliquely-firing 20mm MG FF autocannon in the common Schräge Musik upwards/forward-firing offensive fitment also used for heavier-airframed German night fighters, like the Bf 110G, but for the Fw 189; in the crew nacelle in the space where the rear dorsal gun was normally housed. The majority of the nachtjager 189s were operated by NJG 100, flying out of an airbase at Greifswald.
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Vickers began experimenting with the concept of an armed warplane designed to destroy other aircraft in 1912. The first resulting aircraft was the "Destroyer" (later designated Vickers E.F.B.1) which was shown at the Olympia Aero Show in February 1913, but crashed on its maiden flight Andrews and Morgan 1988, pp. 43–44.. This aircraft was of the "Farman" pusher layout, to avoid the problem of firing through a tractor propeller, and was armed with a single belt-fed Vickers gun.Flight 22 February 1913, pp. 224–225. Vickers continued to pursue the development of armed pusher biplanes, and their Chief Designer Archie Low drew up a new design, the Vickers Type 18, or Vickers E.F.B.2. This was a two-bay biplane powered by a single 80 hp (60 kW) Gnome Monosoupape nine-cylinder rotary engine; the aircraft had a steel tube structure, with fabric-covered wings and tail, and a duralumin-covered nacelle with large celluloid windows in the sides.
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It served with Riesenflugzeug Abteilung (Rfa) 500. In 1916 VGO moved to the Berlin suburb of Staaken, to take advantage of the vast Zeppelin sheds there. The successor to the VGO III became the Staaken R.IV (IdFlieg number R.12/15), the only "one-off" Zeppelin-Staaken R-type to survive World War I, powered by a total of six engines, driving three propellers: a tractor configuration system in the nose and two pusher-mount nacelle mounts between the wings. By the autumn of 1916, Staaken was completing its R.V, the R.VI prototype, and R.VII versions of the same design, and Idflieg selected the R.VI for series production over the 6-engined R.IV and other Riesenflugzeug designs, primarily those of Siemens-Schuckertwerke AG. With four direct-drive engines in a tandem push-pull arrangement, and a fully enclosed cockpit, the R.VI design required none of the complex gearboxes of other R-types.
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The SETT seems to meet flow function and operability design points. Its testing started on May 16, 2017, at Peebles, Ohio, 13 months after FETT; it is the first to be built to the finalized production standard for certification. During extreme test conditions for the FAA 150 hr block test, the variable stator vane (VSV) actuator lever arms failed and their redesign led to a 3–month delay. It was joined by four more test engines by May 2018. The certification program began in May 2017. Eight other test engines will be involved in the certification campaign, plus one for ETOPS certification configured with a Boeing nacelle. A core that will run in the Evendale, Ohio, altitude test cell for aeromechanical and vibratory testing and test engines 003, 004, and 007 are being assembled to be completed in 2017, with the fourth engine to be ground-tested in the third quarter before flying on the testbed later in the year from Victorville, California.
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He 162 tail Heinkel had designed a relatively small, 'sporty'-looking aircraft, with a sleek, streamlined fuselage. Overall, the look of the plane was extremely modernistic for its time, appearing quite contemporary in terms of layout and angular arrangement even to today's eyes. The BMW 003 axial-flow turbojet was mounted in a pod nacelle uniquely situated atop the fuselage, just aft of the cockpit and centered directly over the wing's center section. Twin roughly rectangular vertical tailfins were perpendicularly mounted at the ends of highly dihedralled horizontal tailplanes - possessing dihedral of some 14º apiece - to clear the jet exhaust, a high-mounted straight wing (attached to the fuselage with just four bolts) with a forward-swept trailing edge and a noticeably marked degree of dihedral, with an ejection seat provided for the pilot – which the Heinkel firm had pioneered in a front-line combat aircraft, with the earlier He 219 night fighter in 1942.
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"Analyst: Mitsubishi increases Vestas' chance of success" (in Danish) Børsen, 30 September 2013. Accessed: 30 September 2013. In October 2013 Vestas sold its four casting and two machining factories to VTC Partners GmbH. In May 2014, Vestas announced it would be adding hundreds of jobs to its Colorado Windsor and Brighton facilities and following a rough 2012 it called 2013 one of Vestas’s "best years ever". Vestas also added employees in Pueblo and expected the tower facility to eventually top 500. Vestas stated that it expected to have 2800 employees in Colorado by the end of 2014. , Vestas has a US nacelle production capacity of 2.6 GW. In March 2015, Vestas announced it would be upping jobs by 400 at its blade manufacturing facility in Windsor and stated "We had a very successful 2014". In 2015 almost half of all Vestas turbines were going to the American market (nearly 3 GW for US out of 7.5 GW worldwide).
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Since 1913, Gotha had been manufacturing a series of reconnaissance seaplanes for the Imperial German Navy, initially patterned on the Avro 503. These were intended as unarmed scouts, but as World War I unfolded, it became desirable to arm this type of aircraft. In the days before the development of the interrupter gear, the most effective way to mount a gun with a forward firing arc was to dispense with a conventional fuselage, relocate the engine to the rear of a nacelle that also carried the cockpit, weapons, and wings, and carry the tail on booms stretching back either side of the engine and propeller installation. While Gotha had built copies of the Caudron G.3 as the LD.3 and LD.4, the resulting aircraft had more in common with the contemporary AGO C.I and C.II as similar molded booms were used instead of a lattice frame, and the Caudron used a tractor engine.
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Attention shifted to LC-12 where Atlas 56D flew over 9000 miles with an instrumented nose cone, impacting the Indian Ocean. After the back-to-back pad explosions, it was decided to go back to using a wet start (propellants injected into the combustion chamber prior to ignition) on the Atlas rather than the failed experiment of a dry start to ensure smoother engine startup. Atlas 56D (launched on May 20) was the first East Coast launch following 48D and it incorporated the modifications to the launch facilities as well as cameras mounted on both launcher heads to look down into the nacelle sections at liftoff. This was followed by Atlas 45D, an Agena vehicle used to launch a MIDAS satellite. Missile 60D (July 2) returned to the dry start method, this time with a hold-down period to check for combustion instability rather than immediately releasing the missile upon full thrust.
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Despite the widely-admired Theseus installation in the Hermes V and its four petal nacelle with good access for maintenance, the Proteus I was designed to be buried deep within the wing of the Bristol Brabazon or the Saunders-Roe Princess, leading to its unusual reverse-flow layout, with two 180 degree turns in direction. The wing leading edge air inlets would feed air to the rear of the engine, forwards through the compressors, around an internal elbow and then rearwards again through the combustors and turbines. The Proteus was an early free-turbine turboshaft, with separate turbines to drive the compressor and propeller. As a turbojet, the Phoebus did not require the second turbine and the first turbine could be used almost unchanged to produce the simpler jet engine. To achieve the design power needed for the Proteus, a mass-airflow rate of 40 lb/s at 10,000 rpm was required, with an overall pressure ratio of 9.
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The two outboard Rolls-Royce Merlins were replaced by the jet engine. The Nene's first flight however was in a modified Lockheed XP-80 Shooting Star. After seeing the Nene running, at an after work drink at the Swan & Royal Hotel, Clitheroe, and hearing the complaints about a lack of any official application for the engine, someone - thought to be Whittle - suggested that the Nene be scaled-down to fit a Meteor nacelle. J.P. Herriot or Lombard did the calculation on a tablecloth and announced a thrust of 3,650 lbf. At this time they were attempting to increase the Derwent's thrust from 2,200 lbf to 2,450 lbf, and the idea seemed "too good to be true". On hearing this, Hooker did a quick calculation and announced, "We've got a 600-mph Meteor"."World Encyclopedia of Aero Engines - 5th edition" by Bill Gunston, Sutton Publishing, 2006, p.194 Drawings for the 0.855 scale Nene, now known as the Derwent V, were started on 1 January 1945 and on 7 June the engine began a 100-hour test at 2,600 lbf, soon reaching 3,500 lbf.
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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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This design was similar in layout but somewhat smaller and powered by two of the largest displacement (at 44.5 litres/2,700 cu. in.) single-block liquid-cooled aviation engines placed in mass production in Germany, the DB 603 inverted V12 engine. As designed by Heinkel, these engines' nacelle accommodations featured annular radiators similar to the ones on the Jumo 211-powered Junkers Ju 88A, but considerably more streamlined in appearance, and which, after later refinement to their design, were likely to have been unitized as a Heinkel-specific Kraftei engine unit-packaging design. Nearly identical-appearance nacelles, complete with matching annular radiators, were also used on the four prototype He 177B prototype airframes built in 1943–44, and the six ordered prototypes of Heinkel's He 274 high-altitude strategic bombers with added turbochargers. The early DB 603 subtypes had poor altitude performance, which was a problem for Heinkel's short-winged design, but Daimler had a new "G" subtype of the DB 603 powerplant meant to produce 1,400 kW (1,900 PS) take-off power apiece under development to remedy the problem.
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During World War I, air gunners initially operated guns that were mounted on pedestals or swivel mounts known as pintles. The latter evolved into the Scarff ring, a rotating ring mount which allowed the gun to be turned to any direction with the gunner remaining directly behind it, the weapon held in an intermediate elevation by bungee cord, a simple and effective mounting for single weapons such as the Lewis Gun though less handy when twin mounted as with the British Bristol F.2 Fighter and German "CL"-class two-seaters such as the Halberstadt and Hannover-designed series of compact two-seat combat aircraft. In a failed 1916 experiment, a variant of the SPAD S.A two-seat fighter was probably the first aircraft to be fitted with a remotely-controlled gun, which was located in a nose nacelle. As aircraft flew higher and faster, the need for protection from the elements led to the enclosure or shielding of the gun positions, as in the "lobsterback" rear seat of the Hawker Demon biplane fighter.
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Another benefit of this engine location was ease of maintenance, as the engine could be readily accessed at ground level through dual clamshell-style doors; the entire engine could be changed in only two hours, and the radial engine was oriented backwards relative to a typical airplane installation, allowing more convenient access to engine accessories.The accessories for a radial engine were traditionally located on the side of the engine opposite the crankshaft; in a prop-powered airplane that used the more commonplace tractor configuration, the accessories were typically buried inside a cowling or nacelle, resulting in less convenient access than the reversed orientation used in the H-19. UH-19B rotor head The offset flapping hinges and hydraulic servos gave more positive flight control under differing loading conditions, isolated the flight controls from vibration, and lessened control forces; the H-19 could be flown with only two fingers on the cyclic control. The YH-19 prototypes featured a blunt aft fuselage and a single starboard-mounted horizontal tailplane with a small vertical fin at its outboard end.
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One of the initial production P-38s had its turbo-superchargers removed, with a secondary cockpit placed in one of the booms to examine how flightcrew would respond to such an "asymmetric" cockpit layout. One P-38E was fitted with an extended central nacelle to accommodate a tandem-seat cockpit with dual controls, and was later fitted with a laminar flow wing. P-38E testbed 41-1986 shown with second version of upswept tail designed to keep tail out of water upon takeoff for a proposed twin-float variant Very early in the Pacific War, a scheme was proposed to fit Lightnings with floats to allow them to make long-range ferry flights. The floats would be removed before the aircraft went into combat. There were concerns that saltwater spray would corrode the tailplane, and so in March 1942, P-38E 41-1986 was modified with a tailplane raised some , booms lengthened by two feet and a rearward-facing second seat added for an observer to monitor the effectiveness of the new arrangement.
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It was also fitted on two early production examples of the Bristol Scout C aircraft by Lanoe Hawker in the summer of 1915, mounted on the port side and firing forwards and outwards at a 30° angle to avoid the propeller arc. The problem in mounting a Lewis to fire forward in most single-engined tractor configuration fighters was due to the open bolt firing cycle of the Lewis, which prevented it from being synchronized to fire directly forward through the propeller arc of such aircraft; only the unusual French SPAD S.A "pulpit plane" which possessed a unique hinged gunner's nacelle immediately ahead of the propeller (and the pilot), and the British pusher fighters Vickers F.B.5, Airco D.H.2, Royal Aircraft Factory F.E.2 and F.E.8 could readily use the Lewis as direct forward-firing armament early in the war. Some British single- engined tractor fighters used a Foster mounting on the top wing to elevate a Lewis gun above the propeller arc for unsynchronized firing, including production S.E.5/S.
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Liberty wind turbine in Dutch Hill Wind farmThe 2.5 MW Liberty Wind Turbine was the largest wind turbine manufactured in the United States when it was first installed. The turbine was developed through a partnership with U.S. Department of Energy and its National Renewable Energy Laboratory for Clipper Windpower. The design of the turbine was meant to reduce problems with power train components that have been experienced in other machines. A two-ton crane within the nacelle simplifies maintenance thereby reducing costs. The size and weight of the liberty allow it to be constructed with crane of the same capacity as used with most 1.5 MW turbines.Largest Wind Turbine Manufactured in U.S. Gets Energy Award Commercial sales for the new Liberty turbine started in June 2006. Sales stopped in 2012 as the model was experiencing problems with power train components that had cost the company hundreds of millions of dollars in warranty repairs.Customer seeks to freeze Clipper Windpower assets Liberty Wind Turbine uses an 80 meter tall tower as a standard in its design.
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The construction of the aircraft exploited de Havilland's extensive experience in the use of moulded plywood for aircraft construction; many design features that were used upon the DH.100, such as the fuselage nacelle and tall triangular vertical surfaces, had been present on the company's preceding Mosquito, a widely produced fast bomber of the war. The layout of the DH.100 used a single jet engine installed in an egg-shaped fuselage which was primarily composed of plywood for the forward section and aluminium throughout the aft section. It was furnished with conventional mid-mounted straight wings; air brakes were installed on the wings to slow the aircraft, better enabling it to manoeuvre into a firing position behind slower aircraft, a feature that had also been incorporated in the Meteor. Armament comprised four 20mm Hispano Mk V cannon located underneath the nose; from the onset of the design phase, even when the aircraft was officially intended to serve only as an experimental aircraft, the provision for the cannon armament had been included.
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Avro Vulcan XM607 XV656, a Royal Navy Westland Sea King The registration numbers are normally carried in up to four places on each aircraft; on either side of the aircraft on a vertical surface, and on the underside of each wing. The under-wing registration numbers, originally specified so that in case of unauthorised low flying civilian personnel could report the offending aircraft to the local police, have not been displayed since the 1960s, as by then jet aircraft speeds at low level had made the likelihood of a person on the ground being able to read, and thus report them, increasingly remote. The registration number on each side is usually on the rear fuselage, but this can vary depending on the aircraft type, for instance the delta winged Gloster Javelin had the registration number on the forward engine nacelle, and the Avro Vulcan had the registration number on its tail fin. Helicopters have only carried registration numbers on each side, either on the tail-boom or rear fuselage.
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LC-13 sustained some damage due to the anomalous liftoff of Atlas 3D, this was quickly repaired and preparations began for the launch of Missile 5D."Flight Test Evaluation Report, Missile 3D." Convair, 29 April 1959 On May 18, Atlas 7D was prepared for a night launch of an RVX-2 reentry vehicle from LC-14, the second attempt to fly one after the launch of a C-series Atlas had miscarried two months earlier. The test was conducted with the Mercury astronauts in attendance in order to showcase the vehicle that would take them into orbit, but 64 seconds of flight ended in another explosion, prompting Gus Grissom to remark "Are we really going to get on top of one of those things?". This failure was traced to improper separation of the right launcher hold-down pin, which damaged the B-2 nacelle structure and caused helium pressurization gas to escape during ascent. At 62 seconds into the launch, the pressure in the LOX tank exceeded the pressure in the RP-1 tank, which reversed the intermediate bulkhead.
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Christopher, p.71 Despite adding plants at Spandau, Nordhausen, and Prague, BMW never reached the production target of 5,000 to 6,000 109-003 engines a month, with only some 500 examples of the 003 built before V-E Day. At Eisenach, the Mission discovered the BMW 003R had incorporated a reusable liquid fueled rocket engine in the rear of the nacelle, the BMW 109-718, to act as an assisted take-off unit, or to provide acceleration in climb or flight (akin to what the Americans postwar called "mixed power").Christopher, p.73 Fedden called the production quality at Eisenach "excellent". The next day, the Mission examined a BMW facility near Staßfurt, set up in a former salt mine underground, which was to have used for machining jet engine parts, and possibly for assembly, also; Stoffergen said 1,700 machine tools had been installed, and some 2,000 workers had been employed.Christopher, p. 74 The Mission also found some information on the high-thrust (designed for a 34.3 kN (7,700 lbf) top output level) BMW 018 jet engine project, which was begun in 1940, but remained unfinished by war's end; Fedden himself examined compressor blade forgings and a turbine blade.
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In summer 1916, the Royal Aircraft Factory set out to design a replacement for its F.E.2 two-seat pusher fighter. Although effective gun synchronising gear was now available, which would allow a tractor design with superior performance to be designed, the factory chose to continue the pusher layout of the F.E.2 in its new two-seat fighter, the F.E.9. Its nacelle extended well forward of the wings and was located high up in the wing gap to give a good field of fire for the observer, who was seated in the nose, ahead of the pilot, with dual controls fitted. It had unequal span, single-bay wings, with ailerons on the upper wing only with large horn balances (the amount of control surface forward of the hinge).Bruce 1968, pp. 59–60. It was powered by a 200 hp (149 kW) Hispano-Suiza 8 V8 engine, with the Royal Aircraft Factory having priority for this important and widely used engine.Mason 1992, p. 89. Three prototypes and 24 production aircraft were ordered, with the first of three prototypes flying in April 1917.
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Demonstration on the Eindhoven airfield in 1937 The G.I, given the nickname le Faucheur ("The Reaper" in French), was designed as a private venture in 1936 by Fokker chief engineer Dr. Schatzki. Intended for the role of jachtkruiser, "heavy" fighter or air cruiser, able to gain air superiority over the battlefield as well as being a bomber destroyer, the G.1 would fulfill a role seen as important at the time, by advocates of Giulio Douhet's theories on air power. The Fokker G.I utilized a twin-engined, twin-boom layout that featured a central nacelle housing two or three crew members (a pilot, radio operator/navigator/rear gunner or a bombardier) as well as a formidable armament of twin 23 mm (.91 in) Madsen cannon and a pair of 7.9 mm (.31 in) machine guns (later eight machine guns) in the nose and one in a rear turret. Besides its main mission, the G.1 could be configured for ground attack and light bombing missions (it could carry a bomb load of one 400 kg/882 lb bomb or combinations of two 200 kg/441 lb or 10 26 kg/57 lb bombs).
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The first significant upgrade to the 310 series was the 310C in 1959, which introduced more powerful Continental IO-470-D engines. In 1960 the 310D featured swept-back vertical tail surfaces. An extra cabin window was added with the 310F. An ex-USAF U-3A on display at the Pima Air & Space Museum in Tucson, Arizona 1957 Cessna 310B, with straight fin and overwing 'augmentor tube' exhaust system Cessna 310D with early rounded nose, swept-back vertical stabilizer and "tuna" style wingtip fuel tanks U.S. Army U-3B Blue Canoe utility communications aircraft delivered in 1961 Austrian-registered Cessna 320 Skyknight at the 1966 Hanover Air Show, displaying this variant's fourth side window Cessna 310J 1968 Cessna 310N, with underwing engine exhaust system and showing the engine nacelle baggage compartment introduced with the 310I forest fire detection Cessna 310Q with skylight rear window 1977 Cessna T310R The turbocharged 320 Skyknight was developed from the 310F. Equipped with TSIO-470-B engines and featuring an extra cabin window on each side, it was in production between 1961 and 1969 (the 320E was named the Executive Skyknight), when it was replaced by the similar Turbo 310. The 310G was certified in 1961Type Certificate 3A10, p. 11.
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The second phase of the FAA's Continuous Lower Energy, Emissions and Noise (CLEEN) program is targeting for the late 2020s reductions of 33% fuel burn, 60% emissions and 32 dB EPNdb noise compared with the 2000s state-of-the-art. In summer 2017 at NASA Glenn Research Center in Cleveland, Ohio, Pratt has finished testing a very-low- pressure-ratio fan on a PW1000G, resembling an open rotor with fewer blades than the PW1000G's 20. The weight and size of the nacelle would be reduced by a short duct inlet, imposing higher aerodynamic turning loads on the blades and leaving less space for soundproofing, but a lower-pressure-ratio fan is slower. UTC Aerospace Systems Aerostructures will have a full-scale ground test in 2019 of its low-drag Integrated Propulsion System with a thrust reverser, improving fuel burn by 1% and with 2.5-3 EPNdB lower noise. Safran can probably deliver another 10–15% in fuel efficiency through the mid-2020s before reaching an asymptote, and next will have to introduce a breakthrough : to increase the bypass ratio to 35:1 instead of 11:1 for the CFM LEAP, it is demonstrating a counterrotating open rotor unducted fan (propfan) in Istres, France, under the European Clean Sky technology program.
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Allison T56-A1 turboprop engine cutaway, at the Smithsonian National Air and Space Museum The T56 turboprop, evolved from Allison's previous T38 series, was first flown in the nose of a B-17 test-bed aircraft in 1954. One of the first flight-cleared YT-56 engines was installed in a C-130 nacelle on Lockheed's Super Constellation test aircraft in early 1954. Originally fitted to the Lockheed C-130 Hercules quad-turboprop military transport aircraft, the T56 was also installed on the Lockheed P-3 Orion quad-turboprop maritime patrol aircraft (MPA), Grumman E-2 Hawkeye twin-turboprop airborne early warning (AEW) aircraft, and Grumman C-2 Greyhound twin-turboprop carrier onboard delivery (COD) aircraft, as well as civilian airliners such as the quad-turboprop Lockheed Electra and the Convair 580. The T56-A-1 delivered to Lockheed in May, 1953, produced only , compared to the required for the YC-130A. Evolution of the T56 has been achieved through increases in pressure ratio and turbine temperature. The T56-A-14 installed on the P-3 Orion has a rating with a pressure ratio of 9.25:1 while the T56-A-427 fitted to the E-2 Hawkeye has a rating and a 12:1 pressure ratio.
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Nacelle installation on the A350 XWB On 26 July 2017, Airbus delivered the 100th A350, on track for 10 per month by 2018 end, and over the first 30 months most engine removals have been to stagger the on- wing life of a particular aircraft or to collect in-service data; nine in ten of the Trent XWBs have a long-term service agreements with Rolls, which has designated seven shops as MRO providers: its Derby facility, its joint ventures with HAECO, SIAEC, and independents Delta TechOps, Mubadala and Air France Industries-KLM. It passed one-million flight hours in October 2017 without any in-flight disruptions and with a dispatch reliability of 99.4%. By February 2018, it has completed 1.3 million flight hours with a 99.9% dispatch reliability. It took two years to reach one million flying hours and nine months for the second million by July 2018, as 500 were delivered, it has a 99.9% dispatch reliability and had no in-flight shutdown yet. As the fleet accumulated 2.2 million flight hours and the leading engine has operated 3,500 cycles, an Iberia A350-900 delivered at the end of July diverted to Boston after an inflight shutdown at 41,000ft on the September 11, 2018 flight from New York to Madrid, apparently due to slight secondary damage on variable stator vanes.
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