A second gunner was stationed rearwards, on top of the centre section and a third fired from a ventral turret.
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Some Type TL tenders were subsequently modified to increase their coal capacity from to , by extending the top of the coal bunker rearwards.
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Its rudder extended down to the keel. The tailplane was mounted on the fin near the top of the fillet, carrying elevators that had a large cut-out for rudder movement. The Ghoppia's cockpit was over the wing, under a rather prominent canopy which opened by sliding rearwards. This had perspex transparencies forwards and to the sides but was opaque rearwards and above.
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Shelters for infantry were located rearwards. A system of communications links and roads, or for higher locations, ropeways were provided for communication and supply.
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The new tank moved the centre of gravity significantly rearwards and to compensate the wings were swept back at about 8° and broadened ailerons fitted.
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Because a center of gravity moved rearwards, the plane was fitted with new, swept wings, with significant vertical end plates to improve air flow. Later, in most of the aircraft they were removed, because they increased side surface, making landing very tricky in crosswind. Main landing gear was also shifted rearwards, comparing with Yak-12. Equipment was also simplified and lightened to increase useful load, e.g.
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Rearwards visibility is poor and a periscope is fitted on top of the canopy to compensate.Goebel, Greg. The Sukhoi Su-25 "Frogfoot" , airvectors.net website, 1 July 2011.
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Aft, and without a break, a fuselage-like fairing ran rearwards, narrowing to the tail. This structure was stabilized on each side by a pair of struts to the upper and lower booms. A split-axle undercarriage had legs to the fuselage and, rearwards, to the forward wing spar, with a strut between their upper joints. The Type 161 flew for the first time on 21 January 1931.
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Its mainwheels had a track of and were on half axles from the lower longerons. On each side an oleo strut ran rearwards from the wheels to the centre of the fuselage underside.
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So instead, eleven T2E1 GMC units aimed the 37mm gun rearwards for trials. Shooting rearwards had advantages, but this configuration also proved difficult to man and operate the gun. The units were all dismantled to regular jeeps. In 1942, the larger ton Dodge WC-52 was converted and standardized as the M6 Gun Motor Carriage, with a rear-aiming 37mm M3 gun, but these also worked poorly in the field, and most were built back to regular WC-52 trucks.
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The X-114 had a pod type fuselage, projecting forward as far as the floats. Seating, in rows of two, accommodated six or seven under multi-section glazing. The pod extended rearwards to about one quarter root chord, its rearmost part unglazed and forming a streamlined pylon for the separately podded, Lycoming O-360 flat-four engine. A drive shaft ran rearwards from the engine within a conical fairing to a shrouded, five bladed pusher configuration propeller mounted near mid-chord.
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Plate on no. 2723 Between 1945 and 1948, several of these tenders were reclassified to Type MT2 after being modified to increase their coal capacity by extending the top of the coal bunker rearwards.
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In this engine the valves were operated by bucket tappets. The EA827s were mounted tilted 15° rearwards. The car was originally available with two transmission options; a four-speed manual and a three-speed automatic.
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To meet the Iraqi Light Armored Vehicle Requirement (ILAV) BAE Systems offered a fully armored LMTV on which the LSAC cab was extended rearwards into a troop carrying body. Neither of these proposals entered production.
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McManners, p. 255 Large numbers of prisoners were now surrendering to the regiment. They were passed rearwards to Regimental sergeant major Johnny Muir's party who did their best to feed them and keep them safe.
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Two prototypes were built, the first flying ion 13 September 1973. This had a fully retracting tricycle undercarriage with mainwheels retracting rearwards into the tail booms and the nosewheel rearwards into the fuselage pod. The second prototype, which flew in 1976, retained the retractable nosewheel but had fixed, spatted mainwheels on thin, cantilever, spring steel legs mounted on the lower fuselage to save weight and reduce complexity. The extra drag reduced the glide angle from 31.4 to 30 and increased the minimum sink rate from to .
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A mixed-construction low-wing cantilever monoplane with a conventional tailunit. A fuselage was made of steel frame, canvas covered. Three-part wing, outer parts of wings and tail surfaces were wooden, plywood covered. Wings were folding rearwards.
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This allowed the right wing to stall at the same time as the left.O'Leary 1980, pp. 106–107. An early F4U-1 showing the "birdcage" canopy with rearwards production cockpit location. Other problems were encountered during early carrier trials.
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The tail fin is high and trapezoidal. The plane has four seats in two rows, with twin controls in front. All are placed under a slim, partly glazed, rearwards-sliding canopy. At the rear, there is some luggage space.
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Wings were folding rearwards. Cab had three seats in tandem, under a common multi-part canopy, with double controls for the first two crewmen. Fixed landing gear with a rear skid, main wheels in massive aerodynamical covers. Two-blade metal propeller.
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Mixed construction low-wing monoplane, wing braced with short struts and wire. Fuselage of a steel frame, covered with canvas. Rectangular wings with rounded ends, of wooden construction, canvas covered, fitted with automatic slats and flaps. Wings were folding rearwards.
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Mixed construction low-wing monoplane, braced with wire. Fuselage of a steel frame, covered with wood and canvas, elliptical in cross- section. Rectangular wings of wooden construction, canvas covered, fitted with all-span slats and with flaps. Wings were folding rearwards.
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The adoption of the pair of He 219 prototype rear-fuselage "step" features relocated the ventral emplacement rearwards by two meters, to provide space for the He 277's nosewheel configuration's seven-meter long bomb bay. The adopted "step" locations provided for the Amerika Bomber's dorsal and ventral, generally rearwards-firing aft fuselage turrets, with each turret placed at the position of the "step" features, being armed with a pair of MG 151/20 cannon apiece.Griehl and Dressel 1998, p. 159. Milch repeatedly tried to have the He 219 program cancelled and in the process, Kammhuber was removed from office.
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Mixed construction (steel and wood) monoplane, conventional in layout, with braced high wings, canvas and plywood covered. Wings folded rearwards. Conventional fixed landing gear, with a tailwheel. Crew of two, sitting in tandem in a closed cockpit, with large transparent canopy surfaces.
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Each was supported from below by a pair of struts mounted on the lower fuselage longeron. The fuselages were simple rectangular cross section structures, built around four longerons and tapering rearwards. They carried the horizontal tail surfaces, both between them and extending outwards.
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Mixed construction braced parasol high-wing monoplane, conventional in layout. A fuselage of a metal and wooden frame, covered with canvas. Wooden two-spar wings, canvas- and plywood-covered, fitted with slats. Wings were folding rearwards (width with folded wings: 3.9 m).
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The wings were also designed to fold rearwards as a one-person operation, for ease of storage.Lumsden and Heffernan 1985, p. 340. Long triangular welded-aluminium fuel tanks, designed to be quickly detachable, were carried in the centre of each wing spar.Green 1979, p. 74.
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Access was via a port-side door. The fuselage tapered rearwards to a small fin that carried a large, curved balanced rudder with a rather pointed tip. Its nearly triangular tailplane was largely forward of the rudder hinge. The elevators were rounded in plan.
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Air International August 1982, p. 98. The prone position for the pilot was intended to enable the pilot to resist the onset of g-induced loss of consciousness, but the position was uncomfortable for normal flight and severely limited the rearwards view of the pilot.
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The Brigade commander, Col. Randolph House, was personally forced to retreat rearwards after his M113 vehicle was nearly hit by several shells.Halberstadt, p. 35 M163 Vulcan AA vehicle Before a skirmish line could be formed, an M163 Vulcan was destroyed by a 100 mm round.
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The rear wheel on the 125 and 250 is 12 inches, and 14 inches on the 400 cc version. The direction indicators double as hazard warning indicators. The rear seat grab handles feature a high grip central insert for extra passenger safety, extending rearwards sporting a backrest.
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The wings were folding rearwards (width with folded wings was 2.95 m). Crew of two, sitting in tandem in open cockpits with windshields. Cockpits with dual controls (a front cockpit had removable steering stick). The third cab could be set up in a baggage compartment behind.
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The roller-locked recoil operation functions as follows: two cylindrical rollers, positioned in tracks on the bolt head, are pushed outwards into matching tracks in the barrel extension by the striker sleeve and lock the bolt in place against the breech. In the locked position during firing the rollers rest on parallel surfaces relative to the bore axis on the bolt head ensuring a full lockup. Upon firing, rearward force from the recoil of the cartridge ignition combined with the additional rearward force generated by the muzzle booster start to move the barrel and bolt assembly rearwards for a total distance of . These two parts start the unlocking sequence after the barrel and bolt assembly have moved rearwards when the parts have moved far back enough that the rollers start the rest on angled/oblique surfaces and allow the rollers to move inwards, controlled by the wedge-shaped front of the striker sleeve, back to their previous position, unlocking the bolt head and allowing the bolt assembly to further recoil rearwards, extracting the spent cartridge case and ejecting it downwards.
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Two-seater sports and touring strutted high-wing monoplane of a mixed construction. A metal frame fuselage covered with canvas, with the engine clad in aluminium sheets. Rectangular single-spar wing of wooden construction, canvas and plywood covered. Wings folded rearwards, and were equipped with automatic slats and flaps.
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The giant Upper Carboniferous dragonfly relative, Meganeura monyi, attained a wingspan of about . Museum of Toulouse. The forewings and hindwings are similar in venation (a primitive feature) except for the larger anal (rearwards) area in the hindwing. The forewing is usually more slender and slightly longer than the hindwing.
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The fuselage of the TST-14J is built from two half shells which incorporate the straight tapered fin. The fuselage tapers rearwards, producing an arched shape below. The tailplane carries a single piece elevator. The cockpit has a forward hinged, single piece canopy, and a side hinged passenger canopy.
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The fin and rudder are also straight edged but swept; there is a small additional ventral fin. Elevator has trim tabs. The Master has a tricycle undercarriage, the nosewheel retracting rearwards and the main legs inwards into the wings. The track is 2.01 m (6 ft 7 in).
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Between 1945 and 1948, several of these tenders were reclassified to Type MT1 after being modified to increase the coal capacity by extending the top of the coal bunker rearwards, to the extent that the raised part of the tender sides are approximately three-quarters of the tender's length.
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The Five-seven can be disassembled quickly and easily, by using the left hand to retract and hold the slide rearwards, while simultaneously using the left-hand thumb to push and hold the takedown lever rearwards. When the slide is released, it moves forward freely and the complete slide assembly can be disengaged from the frame, whereupon the barrel (and captured recoil spring) can be removed from the slide. This level of disassembly is sufficient to perform thorough cleaning of the pistol, and FNH USA recommends no further disassembly except by an authorized armorer, FN Herstal, or FNH USA. Reassembly of the pistol is done in the reverse order, except no use of the disassembly lever is necessary.
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It has a retractable tricycle landing gear with the main gear retracting inwards and nose gear rearwards. The T-5 has an enclosed cabin with a sliding canopy and two side-by-side seats, and dual controls, in the aerobatic version and four seats in pairs in the utility version.
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The wing tips carry winglets and there are outboard ailerons, two position flaps and upper surface spoilers. The fuselage of the TST-13 is built from two half shells which incorporate the straight tapered fin. The fuselage tapers rearwards, producing an arched shape below. The tailplane carries a single piece elevator.
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It was a twin-engine low-wing monoplane of wooden construction with a plywood outer skin. The fuselage was semi-monocoque, elliptic in cross- section. The enclosed cabin seated the student at the front with the instructor behind under a common canopy with rearwards sliding sections. Dual controls were fitted.
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The Evolution has a retractable tricycle undercarriage; all three legs retract rearwards into the fuselage, on which they are mounted. A ballistic recovery parachute is available as an option. The Evolution may be powered either by a 73.5 kW (98.6 hp) Rotax 912ULS or a 59.6 kW (79.9 hp) Rotax 912UL.
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The underside sloped up rearwards, with an all-moving tailplane hinged at its extremity. Fin and rudder had a cropped parallelogram form, sloping up to allow clearance between rudder and elevator. The single open cockpit was ahead of the wing. Twin wheels were attached outside the fuselage, assisted by a tailskid.
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Where other companies might have cut their losses at this point, AMC did not. They commissioned Matt Wright, former New Imperial designer, to do a complete redesign. The result was a water-cooled version with barrels and cylinder heads cast in pairs, and fitted with enclosed valves. All exhaust ports now faced rearwards.
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Metal construction sports plane, conventional in layout, with low cantilever wings, stressed corrugated duralumin covered. Two-spar wings were folding rearwards or could be detached. Crew of two, sitting in tandem in separate open cockpits (if it flew without a passenger, one cockpit could be closed with a cover). Two-blade propeller.
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The tailplane, with swept leading edges is wire-braced to the fin. All tail surfaces are fabric covered steel tube structures. The San Francesco has a conventional fixed tailwheel undercarriage with sprung half axles mounted on central struts below the fuselage. Its cabin begins ahead of the wing and extends rearwards under it.
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Designed and built to comply with Federation Aeronautique Internationale (FAI) 15m class rukes, the D-40 includes area-increasing flaps which extend rearwards, hinged at the outboard end of the inner trailing edge at about ¾ span, similar in fashion to a pocket knife. Akaflieg Darmstadt D-41. Designed by. First flight 1993.
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Wooden construction single-engine high-wing cantilever monoplane, conventional in layout. The fuselage was rectangular in cross section (triangular in upper part), plywood- covered. Two-spar wings, covered with canvas, in front with plywood, were folding rearwards, unlike other early RWDs. Cantilever empennage, covered with plywood (stabilizers) and canvas (rudder and elevators).
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The rear margin of the orbit was formed by the . Typically in dinosaurs, this bone featured a rearwards extending process, the posterior process. In Bajadasaurus, Dicraeosaurus, and Amargasaurus, this process was reduced and indistinct. The downward projecting process of the , a bone forming the upper rear corner of the skull, was well developed.
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Later, this cannon was replaced with a 45mm gun of the 20k Model 1934 with a semi-automatic breech- block. The coupled setting had vertical training (aiming) limits of - 8° to +23°. The front turret weapon had a horizontal field of fire from 19° (left of the turret's centerline) to -184° (rearwards).
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The fuselage tapered rearwards to a straight tapered tail with fabric covered control surfaces. The fin and rudder were tall, the rudder reaching down to the keel. The tailplane and elevators were at the top of the fuselage, far enough forward not to overlap with the rudder. The sole CPV1 first flew in 1963.
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Five-seater touring strutted high-wing monoplane of mixed construction. Fuselage frame was metal, covered with canvas, the engine section covered with aluminium sheets. A two-spar rectangular wing was of wooden construction, covered with canvas and plywood leading edges, supported by V-struts. Wings were rearwards folding, and were equipped with automatic slats.
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The second prototype uncovered additional faults in the design. By May 1944 two second-generation prototypes were being built. These featured the driver's position moved rearwards so that his hatch was partially on the hull roof. The driver's vision flap was reduced to a plain square flap with rounded lower corners, in line with the glacis plate.
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The fin is straight edged, the rudder generous, rounded and fitted with a trim tab. The rectangular cross-section fuselage is deep behind the cabin, its upper surface at wing height. The cabin is under the wing with the windscreen at the leading edge and its glazing extending rearwards beyond the trailing edge. Access is via trapezoidal side doors.
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PZL.19 is a metal construction low-wing monoplane, conventional in layout. Fuselage is a steel frame covered with duralumin in front and canvas at the rear. Trapezoid three- part wing with elliptical ends, covered with duralumin, folding rearwards. Its wings were built around light closed profiles instead of spars and were fitted with automatic slats and slotted flaps.
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In July 1915, the British Admiralty ordered three s (i.e. large destroyers intended to lead flotillas of smaller destroyers in action), Hoste, and , from the Birkenhead shipyard Cammell Laird. The Parker- class was an improved version of the earlier with the ships' bridge moved rearwards, and an improved gun layout.Gardiner and Gray 1985, p. 80.Friedman 2009, p. 157.
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The main gear's design appears to use main struts that rotated through 90° during their rearwards retraction sequence, with sizable main wheels resting atop the retracted struts (similar to those used on production examples of the contemporary Junkers Ju 88). Even the Me 261's fully retractable tailwheel possessed a larger-than-average, low-pressure pneumatic tire.
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A genus of the Family Eodiscidae with eyes and proparian facial sutures. In the type species, Pagetia bootes Walcott, 1916, there is a well-defined preglabellar median furrow separating the genae. Glabella is well defined, tapers slightly forward and has a well developed spine extending rearwards from the glabella. Anterior border is crenulated - common among Eodiscidae.
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The traditional tail end Charlie "Rear Gunner" continued in place facing rearwards with his quad mounted .303 Browning machine guns while an additional air gunner, known as the "Mid Upper" gunner climbed up into a sling harness to man a power-operated dorsal turret on the top of the fuselage. On the Halifax this turret was armed with four .
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The forward part hinged sideways and the aft part rearwards. It had dual controls and instrumentation; oxygen supplies could be fitted if necessary. The tail unit had a straight edged, ply covered fin with a full, rounded, fabric covered rudder. Apart from some ply covering on the inner part of the tailplane the horizontal surfaces were also fabric covered.
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Changing the wings required only three hours work per aircraft. The Hurricane was furnished with a laterally-retracting undercarriage, the main undercarriage units being able to slide into recesses within the wing. Hinged telescopic Vickers-built legs are attached to the bottom boom of the wing's forward spar, but with a complex "pintle" angle setup within the wing at the top of the strut, to allow the strut to be perpendicular to the thrust line when extended, and angling rearwards as it retracted to clear the forward spar. A hydraulic jack served to actuate the undercarriage, with the carefully set "pintle" angle of the strut's upper ends assisting in the folding and pivoting the legs as to reposition the wheel unit rearwards as well as inwards in order to clear the front spar when retracted.
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The Nu.D.38 was powered by two 160 hp (120 kW) Bramo Sh 14-A4 radial engines, mounted to the main wing spar on steel frames. It had a fixed, conventional undercarriage. A main shock absorber leg was attached to each of the steel engine frames, braced rearwards by a short auxiliary strut. Legs and wheels were enclosed in fairings.
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Mixed construction (steel and wood) braced high- wing monoplane, conventional in layout. Fuselage of a steel frame, canvas covered (engine part with duralumin). Two-spar straight wings of wooden construction, with slats, flaps and flaperons, covered with canvas and plywood (in front), rectangular with rounded tips and narrowing near the fuselage. The wings were supported with V-struts and were folding rearwards.
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Heavier-than-air aircraft without any kind of empennage (such as the Northrop B-2) are rare, and generally use specially shaped airfoils whose trailing edge provide pitch stability, and rearwards swept wings, often with dihedral to provide the necessary yaw stability. In some aircraft with swept wings, the airfoil section or angle of incidence may change radically towards the tip.
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It was released rearwards from rails on the wings of the aircraft. Thus, with the aircraft's forward motion cancelled-out by the rocket motor, the device fell directly onto the target. It possessed two advantages over the use of DCs; no pre-setting of depth was required, and the enemy was unaware of the attack if no hits were made.Hendrie 2006, p.56.
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But unlike the previous Targa hoops, the one used on the Type 991 is in sections, where the horizontal span member is a physically separate piece that itself is mechanized to lift off of its vertical supports in order to allow the solid roof panel and its motorized components to slide rearwards as the panel is being stored within the car.
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Behind the engine the fuselage was a steel tube structure with fabric covering, flat-sided but with raised, rounded decking. The Skylark had two open cockpits in tandem, one close to the leading edge and the other over the rear of the wing. The fuselage tapered rearwards to a conventional, angular tail. Its tailplane and elevators were together trapezoidal in plan.
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At transonic speeds, an aircraft can experience a shift rearwards in the center of pressure due to the buildup and movement of shockwaves. This causes a nose-down pitching moment called Mach tuck. Significant trim force may be needed to maintain equilibrium, and this is most often provided using the whole tailplane in the form of an all-flying tailplane or stabilator.
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Its span wing is cable braced from a single kingpost. The pilot is accommodated on a double- width seat designed for wide and heavy pilots or for two smaller people, to a maximum occupant weight of . The standard Kawasaki 440 engine is mounted at the trailing edge of the wing, with the rearwards-facing propeller in between the tail boom tubing.
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Four days later the battalion was thrown into battle against the Japanese around Ioribaiwa, leading the 25th Brigade forward. As the Japanese advance continued, the Australians withdrew back to Imita Ridge. As the 25th Brigade withdrew, the 2/33rd formed a rearguard, covering the withdrawal. After completing the movement rearwards, the battalion subsequently assumed a position in depth on the right.
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The C-82 has twin booms extending rearwards from each engine and connected by the horizontal stabilizer. Dorfmann wants to attach the outer sections of both wings to the left engine and left boom, discarding the center fuselage and both inner wing sections of the aircraft. The men will ride atop the wings. Harris and Moran believe he is either joking or delusional.
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The two occupants sit over the wing leading edge under a PET canopy, which blends at the rear into a raised, rounded fuselage decking. As the decking drops away rearwards, a long dorsal fillet leads to a swept, straight edged fin with a narrow triangular rudder. The tailplane is wire braced to the fin. The JG.1B's tail wheel undercarriage is fixed.
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In general, flight testing experiences of the prototypes were positive.Dorr Air International November 1986, p. 228. However, one major problem encountered was handling problems associated with the aircraft's air brakes, which were mounted on the rear fuselage. In an attempt to solve this, the third prototype had its horizontal tailplane moved rearwards by , but this did not completely solve the handling problems.
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The Times, Monday, 27 January 1936; pg. 3; Issue 47282. The forward doors opened rearwards which was considered safer, steering was now by worm and sector with an hour-glass worm. The road-tester described the engine in The Times as having "a steady plodding nature'" and advised that its trustworthiness and simplicity made up for any lack of refinement.
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Because the tragus faces rearwards, it aids in collecting sounds from behind. These sounds are delayed more than sounds arriving from the front, assisting the brain to sense front vs. rear sound sources. In a positive fistula test (for the presence of a fistula from cholesteatoma to the labyrinth), pressure on the tragus causes vertigo or eye deviation by inducing movement of perilymph.
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The RWD 9 was a four-seat sports and touring strutted high- wing monoplane of mixed construction. It had a metal frame fuselage covered with canvas on a wooden frame, in engine section with aluminium sheets. Two- spar rectangular wing of wooden construction, canvas and plywood covered, were fitted. The wings were folded rearwards, and were equipped with automatic slats, flaps and interceptors.
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A single landing skid ran from the nose to below the wing trailing edge. The fuselage tapered slightly rearwards, where a straight edged tailplane was mounted on its upper surface. The fin was small, carrying a taller, balanced, wide chord and curved rudder which reached down to the bottom of the fuselage, moving in a cut-out between the elevators.
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SAR Mechanical Department. New Tender Tank - Class 6H, 6J, 8, 8A, 8B, 8C, 8D, 8E, 8F, 8Y, 8Z, 10C old tenders, Exp 4, 20. SAR Mechanical Department Drawing Office, Drawing L-5076/12, 1925. A second version of these rebuilt tenders had a coal bunker of which the sides extended further rearwards to immediately ahead of the tank's refill manhole.
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The Gyöngyös 33's six-sided fuselage was formed by a wooden frame and was plywood- covered. The pilot had an open cockpit ahead of the wing leading edge with the wing pylon immediately behind him. A rubber-sprung landing skid below him ran from the nose almost to the trailing edge. The fuselage tapered rearwards to a cantilever empennage.
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The action lever is located close to the trigger, and is accessed by slightly moving the index finger off the trigger. Pulling the lever rearwards ejects the spent casing. The bolt is then pushed forward using the thumb, upon which the firing hand lands naturally in the pistol grip so that the shooter is ready to fire immediately after completing the cycling.
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The two-spar wooden wing was made in a single piece with fabric- covered ailerons. The main undercarriage retracted rearwards into the rear of the engine nacelles, but the castoring tailwheel was non-retractable. Two Kossov M-12 engines were originally intended to be used, but they were unavailable and the Shvetsov M-11FM had to be used instead.Gordon, pp.
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Fuel was fed from three tanks, two in the wings and one in the fuselage. The tail unit was conventional, with the tailplane just above the fuselage. The latter tapered in height rearwards, and the fin merged into it with a dorsal fillet. The empennage construction was similar to that of the wing, except that the control surfaces were fabric-covered.
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On the underside a landing skid ran from the nose to below the front of the instructor's cockpit. Aft of it, but ahead of the cg. there was a semi-exposed monowheel. The fuselage tapered rearwards to the tail, where the R-11's strut-braced tailplane was placed on top of the fuselage just ahead of a small, tapered fin.
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The two-spar wing was made in three pieces. The center section was metal, but the outer panels were wooden with fabric-covered ailerons and veneer-covered Schrenk flaps. The wing had leading edge slats along two-thirds of its length. The main undercarriage retracted rearwards into the rear of the engine nacelles and the tailwheel retracted into the rear fuselage.
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They were also fitted with a closed canopy, sliding rearwards, and named Żak-3. Ten planes were built by the LWD in the end of 1948, the first of them was flown on November 8, 1948. They had markings: SP-AAS to SP-AAZ, and SP-BAA to SP- BAC. At least one (SP-AAX) had engine replaced later with 85 hp (63 kW) Cirrus F.III.
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Full-span ailerons were fitted, with flaps built into the innermost . The tail surfaces were straight-edged, swept only on their leading edges; their control surfaces were all horn balanced and fitted with trim tabs. The square-section, flat-sided fuselage behind the cabin was built around four dural longerons, fabric-covered and tapering rearwards. The cabin area had a welded steel structure and was dural clad.
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The rear fuselage continued aft at cabin roof height, tapering towards the tail. The tailplane was mounted on top of the fuselage; the fin was straight-edged with a rounded top with a rudder that extended down to the keel. The novel undercarriage was hydraulically operated, the wheels lifting rearwards into the fuselage under the passenger seats. Long, horizontally hinged curved doors then enclosed wheels and legs.
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Sud-Aviation and its SOCATA subsidiary manufactured 267 units by the end of 1969, when production was terminated. The all-metal design has a low- mounted cantilever wing with four mechanically operated Fowler-type trailing- edge flaps and two Frise-type ailerons. The tricycle landing gear partially retracts, with all wheels retracting rearwards. (A little more than half of each wheel remains exposed in the retracted position).
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It could operate from ploughed fields and muddy surfaces using low pressure tyres and strengthened undercarriage. The cabin held three seats, pilot and passenger side-by-side and the observer behind, facing either forwards or rearwards. The aircraft was also designed to be convertible into a two-seat light transport with an interchangeable rear floor. In this configuration the observer sat alongside the pilot.
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Design and construction work proceeded extremely quickly, with the first prototype Yak-6 flying in June 1942. It passed its state acceptance tests in September that year and was quickly cleared for production. The Yak-6 was a cantilever low-wing monoplane of all-wood construction with fabric covering. It had a retractable tailwheel undercarriage, with the main wheels retracting rearwards into the engine nacelles.
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Other models were fitted with rear drum brakes. The Corona range received a thorough facelift in August 1980, with new rearwards sloping rectangular headlights which gave it a more modern appearance at the front. The T130 series was manufactured with a wide range of engine and transmission combinations. 1.6-litre 12R, 2T (and associated 12T) and 2.0-litre 18R engines are the most common.
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The Admiralty issued a specification for a purpose-built, two-seat patrol and reconnaissance aircraft. Fairey Aviation designed a single-engined tractor biplane of fabric-covered wooden construction, which first flew on 16 February 1917. The two-bay wings folded rearwards for storage, the crew of two sat in separate cockpits, the observer being provided with a Lewis gun on a Scarff ring.Bruce 1963, pp. 142–143.
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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 engine mountings were extended rearwards beyond the pilot's cabin to join the steel tubes in the wings. The cabin, fitted with dual controls, was accessed via glazed triangular doors, which provided sufficient sideways vision for cruising flight. A hatch, provided with a small windscreen was used for take-offs and landings by raising the pilot's seat. The navigator sat alongside the pilot on a drop seat.
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The main wheels retracted rearwards into the engine nacelles while the tail wheel retracted forwards into the fuselage. Radiators were mounted in the leading edge between the nacelles and the fuselage. The Sturgeon's post-war role began as a naval liaison and target tug aircraft with modifications to the nose, lengthened to provide a manned camera position forward of the propeller arcs, and a winch system.
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The cockpit seats two in side-by-side configuration under a one- piece bubble canopy, lever hinged from the rear; behind the seat backs there is luggage space. Until 2008, all Fascinations had a retractable tricycle undercarriage. The main wheels, mounted from the fuselage on cantilever spring legs, retract electrically outward into the wing and the nosewheel retracts rearwards. The fixed wheel option has wheel fairings.
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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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In principle trim limits could determine the permissible forwards and rearwards shift of the centre of gravity, but usually it is only the forward cg limit which is determined by the available control, the aft limit is usually dictated by stability. In a missile context 'trim limit' more usually refers to the maximum angle of attack, and hence lateral acceleration which can be generated.
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A track frame is specific to its intended use, with emphasis on rigidity and lightness. Frames for sprinting seek to maximize rigidity, while those for general racing seek to reduce aerodynamic drag. The dropouts or track ends face rearwards to facilitate chain tension adjustment. A true track fork, unless aerodynamics are the primary consideration, has round-section blades for greater lateral stiffness when sprinting.
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For horizontal flight, the nozzles are directed rearwards by shifting the lever to the forward position; for short or vertical takeoffs and landings, the lever is pulled back to point the nozzles downwards.Markman and Holder 2000, pp. 74–77.Jenkins 1998, p. 25. The Harrier has two control elements not found in conventional fixed-wing aircraft: the thrust vector and the reaction control system.
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The D-22 was of wooden construction with cantilever biplane and oval cross-section fuselage skinned with plywood and fabric on parts of the single-spar wings, which could be dismounted and folded rearwards. The two crew sat in open cockpits in tandem, with windshields. The landing gear was fixed with a rear fuselage skid. The engine was mounted in the fuselage nose and drove a two-bladed fixed-pitch propeller.
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The wings are mounted on the fuselage with a single cam-pin and the ailerons and air brakes hook-up automatically. Assembly can be accomplished by one person in five minutes. The engine is a Zanzottera MZ-35R, which is a special narrow engine design developed specifically for retractable engine motor gliders. The engine retracts rearwards into a bay behind the cockpit and is closed by two doors for drag reduction.
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All versions had provision for passengers' luggage or mail. The tailplane was mounted on top of the fuselage and braced to a blunted triangular fin that carried a straight-edged unbalanced rudder. The undercarriage was conventional with mainwheels on semi-split axles, their outer ends on faired vertical legs with rubber chord shock absorbers. Centrally, the axles were hinged together onto a single strut running rearwards to the central fuselage underside.
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There were gaps at both ends of the elevators, between the fin at the root and between a rearwards tailplane extension at the tip. The elevators carried trim tabs. The ply-skinned fin and fabric, unbalanced rudder were straight edged, the latter reaching down to the keel. The IS-7 had a short, rubber sprung skid under the cockpit and a fixed, unsprung monowheel under the wing, fitted with a brake.
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Following these production steps, the race cars are completed in Heilbronn-Biberach. The new aerodynamic concept of the Audi R8 LMS for the first time includes a fully lined underfloor and a conceptually integrated rear diffuser. As a result, the dimensions of the rear wing can be reduced without a corresponding increase of aerodynamic drag. The wheel arches, which are open rearwards via a larger cross-section, contribute to improved airflow.
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The tail unit had light-alloy structure and all fixed surfaces were light-alloy skinned. The control surfaces were fabric-covered. The Béke's horizontal tail was trapezoidal in plan as was the fin, though it had a very low forward extension on which the tailplane was mounted. The profile of the broad, unbalanced rudder was also angular and extended down to the keel, where the rudder swept up noticeably rearwards.
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Behind a pointed nose the pilot sat under a long, one piece canopy which extended rearwards almost to the wing leading edge where it was smoothly blended into the fuselage. It had a straight tapered V-tail with surfaces at 110°, ending in salmons, like the wings. The elevators were equipped with trim tabs. The glider had a monowheel undercarriage, equipped with a brake, which retracted behind two doors.
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The forward one seated either two passengers side-by-side or a trainee pilot, positioned largely under the upper wing. The pilot sat, sightly raised, in the rear cockpit. The stagger and a gentle cut-out enhanced the field of view from both cockpits. Behind the engine the fuselage was a trapezoidal section girder structure of welded steel tubes, tapering rearwards and with a rounded decking behind the cockpits.
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The first model had an hexagonal cross section fuselage but that of the Caparoni Vizzola 2 was smother externally and had a teardrop section. Both were plywood skinned. They shared the usual sprung skid undercarriage and tail bumper, though the skid on the later model was extended a little rearwards; both had a fixed monowheel below the wing. Both aircraft were successfully flown in a large number of Italian national competitions.
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The Beetle powertrain comprised a rear-mounted flat- four engine with a longitudinal transaxle ahead of it. The rear suspension was by swing axles. The first 1945 civilian Beetle used a platform chassis which stopped short of the rear wheels and which had a central stiffening tube. This tube extended rearwards as a Y-shaped fork, which passed each side of the transaxle and to the engine mounts.
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Its fuselage was ply-covered and hexagonal in cross section over much of its length but as it narrowed rearwards the vertical sides tapered away, leaving the cross section diamond shaped. The bottom was a box structure which mounted an ash landing skid. There was an open cockpit immediately ahead of the cabane. The glider's empennage was conventional, with a small fin carrying a broad, deep, curved, balanced rudder.
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It had a long exhaust pipe reaching under the aircraft rearwards, passing between the radius arms and ending below the forward cockpit. The first flight was in May 1936. The first prototype completed its certification tests in late September 1936 and received its certificate in December. The second prototype was certified the same day; ten more Alizés, already built in the Boulogne-Billancourt factory were also approved the following day.
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The engine mountings were steel tube structures supported by the longerons; the engine cowlings were most prominent above the wings. The main legs of the track landing gear, with fairings mounted on the front of, them retracted rearwards into the cowlings. The undercarriage was completed with an oleo mounted, steerable tailwheel. There were fuel tanks in the central section of the wings between both the engines and the longerons.
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The Sinaia's engines were in nacelles mounted on the top of the lower wings and these nacelles were extended rearwards and upwards. Each extension housed a gunner's cockpit at its extremity, fitted with a gun ring. From these positions the gunners would have been able to defend both sides of the bomber independently. The Sinaia was a three bay (with struts to the upper wings from the engine nacelles) biplane.
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To counter night attacks, Sopwith Camel day fighters were deployed in the night fighter role. The Camels' Vickers guns were replaced by Lewis guns mounted over the wings, as the flash from the Vickers tended to dazzle the pilot when they were fired, and synchronised guns were considered unsafe for firing incendiary ammunition. Further modification led to the cockpit being moved rearwards. The modified aircraft were nicknamed the "Sopwith Comic".
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The rotor could be folded rearwards for transport. The C.30P used the more powerful (140 hp, 104 kW) seven-cylinder Armstrong Siddeley Genet Major IA radial engine. Avro 671 (Cierva C.30A) taxiing for take-off at Auster's Rearsby Aerodrome in June 1951 The production model, called the C.30A by Avro, was built under licence in Britain, France and Germany and was similar to the C.30P.
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The RK.9 was powered by a three-cylinder Anzani radial engine mounted, uncowled, on the nose. A later version, designated the RK.9a, substituted a nine-cylinder, Salmson 9AD radial. This increased the weight by 10% but improved the rate of climb by 15% and was more robust. Behind it, the steel-framed, internally wire-braced, flat-sided, fabric-covered fuselage deepened rapidly rearwards to the wing.
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It was designed by Belgian pioneer Louis de Monge. Both the inner and outer sections of the wing were built around two wooden box spars and wooden ribs. The final ribs of the centre-section extended rearwards to the tail as the booms and the outer panels were bolted to them. An open single cockpit for pilot and passenger in side-by-side seats was positioned between the spars.
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A three-bladed propeller was used. The differences between the two types derived chiefly from use of the heavier and longer (two rows of seven cylinders) Gnome-Rhône engine. To maintain the centre of gravity the fuselage was lengthened by adding one central section which moved the bombardier's gondola rearwards. The new engine improved performance considerably, for example increasing maximum speed from 319 km/h to 365 km/h.
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The S.XII had conventional, fixed tailwheel landing gear with a track of . Each wheel was mounted on its own cranked axle from the lower fuselage longeron and had a rearwards drag strut from that longeron. A short, vertical Messier oleo strut was attached to the forward wing strut which was reinforced at that joint by two short struts to the fuselage side. The mainwheels had Bendix brakes and the tailwheel was castored.
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Instructor and pupil sat side-by-side, with the Limbach SL 1700EC1 air cooled flat four piston engine behind them, where the wing became broader to allow propeller clearance. Two slender, tapering booms ran rearwards from the wing, each ending at a straight edged fin which tapered both above and below it. A tapered, straight edged tailplane was carried on top of the fins, projecting outwards. The rudders and one piece elevator were rectangular.
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The plane was conceived as a fast light bomber and reconnaissance plane. To obtain high speed and good aerodynamics, it was powered by two M-103 inline engines in tandem in a fuselage nose, driving two contra-rotating coaxial three-blade propellers. The design had quite unusual look, with long fuselage nose and a crew cab moved rearwards, towards double tailfin. Wings had a fighter-like form and their span was rather short.
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The Type L did not have a long, enclosed fuselage but instead the empennage was supported on an open girder. The Type L, unusually for Caudron, had two parallel sided, cross braced side frames. The longitudinal members were steel and the cross-members ash. The side frames began from the rear spars of both upper and lower wings and converged rearwards to meet at the tail, with upper and lower cross-members towards the rear.
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Later wind tunnel tests showed the corrugations doubled the wing's drag, reducing the Racer's top speed by . Behind the engine the fuselage was a laminated spruce monocoque with an open cockpit aft of the wings faired rearwards into an integral fin with a rectangular rudder. A mid-fuselage mounted, wire-braced tailplane carried divided elevators. Each long and wide plywood float had a concaved V-bottom, with a single step back from the nose.
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One amateur builder finished his Kingfisher in 1964 and gained attention with his bungee cord self-launches, soaring in the mountains of the Great Dividing Range. Another amateur builder lowered the wing to a little above the mid wing position, at the same time replacing the cockpit side windows with a glazing extension rearwards above the wing. Two Kingfishers survive but only one is on public display, the other being under restoration in 2008.
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The control surfaces were fabric-covered. The Ifjúság's horizontal tail was trapezoidal in plan as was the fin, though it had a very low forward extension on which the tailplane was mounted. The profile of the broad, unbalanced rudder was also angular and extended down to the keel. The rudder profiles of the two variants were a little different in that the bottom edge of the Z-03As rudder swept up significantly rearwards.
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Side view The prototype FB.16 made its maiden flight during 1916,Andrews and Morgan 1988, p. 53. but testing showed that the pilot had a poor view, and the engine was prone to overheating. The aircraft was modified by removing the cowling to improve cooling and cutting down the fuselage behind the cockpit to improve the rearwards view. The problems with the Hart engine continued, however, and development of the radial was soon stopped.
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The cabin had a single-piece windscreen and three separate windows, decreasing in size rearwards, on each side; on the port side the forward window was part of a large door. The rear fuselage was a wooden semi-monocoque which dropped down behind the cabin. The RB-50's tail unit was also all-wooden, with a cantilever tailplane mounted on top of the fuselage. The port elevator carried a trim tab.
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It was built around a single spar with a plywood covered torsion box ahead of it around the leading edge. Behind the spar the wing was fabric-covered. The leading edge was straight and unswept, and over the inner half span section the trailing edge ran parallel, apart from a root extension rearwards to blend wing and fuselage. The outer panels were straight-tapered, with short span, slotted ailerons that were fabric-over-ply-covered.
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Zips provided easy access to the rear control connections. Two passengers sat side- by-side close to the wing underside at about mid-chord. They were protected by a large, V-shaped windscreen which projected forward of the leading edge to the engine mounting and rearwards to the hinge of a large access door. The pilot's well-instrumented cockpit was under the trailing edge cut-out, providing views both above and below the wing.
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From the wing roots two slender beams extend rearwards to cropped triangular fins, linked by a straight edged tailplane at about one third fin height. The unbalanced rudders are rectangular. The Toucan first flew on 6 November 1989, powered by the Hirth engine, and received its Certificate of Airworthiness on 9 December 1991. It flew at the RSA rallies in 2006 and 2007 and remains on the French Civil Aircraft Register in 2014.
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The fuselage tapered rearwards to a conventional tail, with a round-tipped triangular tailplane, mounted at mid-fuselage, which had an adjustable angle of incidence. Its vertical tail was tall and slightly rounded and the unbalanced rudder extended down to the keel. The landing gear of the 28VD had retractable mainwheels, mounted on shock absorbing forward- raked, parallel legs from the wing. These were hinged to the lower fuselage on opened U-shaped frames.
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At the rear tetragonal plan, mid-mounted tailplanes with marked dihedral carried vertical endplate fins which, with their rudders, were roughly oval in profile. The trailing edges of broad chord elevators were slightly curved, with inboard trim tabs. A retractable tailwheel was positioned just ahead of the tailplane leading edge. The first prototype, the VM-16, was crewed by just a pilot and navigator/gunner/bomb-aimer, seated alongside but facing rearwards.
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The "in-line" design of the barrel- receiver group also directs recoil rearwards in a straight line, minimizing muzzle flip. A sturdy adjustable bipod is fitted to the front of the fore-end. The rifle features a fully adjustable buttstock and cheek riser. A folding/adjustable monopod located behind the magazine on the inside of the buttstock can be used to support the rifle in firing position during extended periods of deployment.
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The LA-8's T-tail has a slightly tapered, straight-edged, swept fin with a sub-fin extension; both the rudder and the single piece, externally mass balanced elevator have electrically actuated trim tabs. The LA-8 has a tricycle undercarriage with mainwheels retracting into the fuselage sides and the nosewheel retracting rearwards. A ballistic parachute is an option. The LA-8 first prototype flew for the first time on 20 November 2004.
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Narrow chord ailerons occupied the whole of the trailing edges. The WT-1's borrowed de Havilland Gipsy I four cylinder upright inline engine was mounted largely exposed, though with a fairing behind it. The ply- covered fuselage had rounded decking; the fuel tank was in the forward fuselage and its two seat, side-by-side cockpit was behind the wing trailing edge. The fuselage tapered rearwards, with the tailplane mounted on top.
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Large, sliding windows gave good side views and the instrument panel was equipped for cloud flying. Landings were made on a semi-recessed monowheel, equipped with brakes, just aft of the base of the bracing struts and assisted by skids under the forward fuselage and the tail. The fuselage tapered rearwards, where the tailplane was mounted on top of the fuselage and strut-braced. Tailplane and elevators together were trapezoidal out the rounded tips.
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The hall was built 1882–1884 in Romanesque Revival style. Single-story wings flank a heavy, two-story central mass, with the reading room extending rearwards to form an overall T shape. A central entryway framed with Romanesque triple arch is set deep within the building's flat front facade, with an asymmetric stairway tower protruding forwards to its right. The building is faced with Longmeadow sandstone in striking polychrome patterns, the light stones forming checkerboards within dark, reddish walls.
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Along with the predentary bone, which forms the tip of the lower jaw in all ornithischians, the rostral forms a superficially parrot-like beak. Also, the jugal bones below the eye are prominent, flaring out sideways to make the skull appear somewhat triangular when viewed from above. This triangular appearance is accentuated in later ceratopsians by the rearwards extension of the parietal and squamosal bones of the skull roof, to form the neck frill.You H. & Dodson, P. 2004.
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The Hispano engine drove a two-blade propeller with a domed spinner. Behind the engine, the fuselage had an oval cross-section, with the single open cockpit partially under the wing trailing edge, which had a shallow cutout to enhance his view. The fuselage tapered rearwards to a point behind the tail control surfaces. The straight edged, cropped lozenge- shaped horizontal tail was mounted on the fuselage centreline; the fin and rudder were also straight edged.
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The tail, with unbalanced elevators was strut braced to the fin. The front fuselage was built on four tubular longerons, but from leading edge rearwards it consisted of a set of oval formers with stringers. The greatest novelty of the P.10 was that this part of the fuselage was not only a monocoque structure (still fairly unusual at the time), but a monocoque of steel with a load-bearing plastic skin riveted between the formers and stringers.
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By 1958, the Wagtail project had progressed to the point of live-fire flight testing; the missile was planned to be fitted to the B-58 Hustler bomber in operational service, while an alternative configuration was proposed as a bomber defense missile, which would be fired rearwards from the carrier aircraft. However, in the early 1960s (prior to fiscal year 1962), despite the missiles' flight testing having proved successful,Huisken 1981, p.61. the Wagtail project was canceled.
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The plywood semi-monocoque, oval section fuselage of the PWS-103 was very similar to that of the PWS-102 though slightly shorter. The cockpit glazing extended smoothly rearwards from the nose to the wing leading edge. Behind the wing the fuselage tapered to an integral, ply-covered, curved fin with a broad, fabric-covered rudder. The elliptical plan horizontal tail, with its ply-covered tailplane and fabric-covered split elevators, was mounted on top of the fuselage.
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Baggage or mail was placed in a large hold behind the pilot. Its fuselage tapered rearwards to a cropped-triangular fin with a comma profile, balanced rudder. The tailplane was semi-elliptical in plan and mounted on top of the fuselage, each side braced from below with a strut and a parallel wire and from above with a wire to the fin. Elevators were full and rounded, with a large gap between them for rudder movement.
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The Coupé (Coupe in the US), which went on sale in the UK from 1 October 2011, is based on the Mini Cabriolet, but with only two seats allowing a bigger boot of . The Coupé’s windscreen is angled rearwards by 13 degrees more than in the cabrio’s and the roof is lower than standard Mini Hatch. The rear spoiler rises automatically at speeds above . or with the use a toggle switch above the rear view mirror.
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The Blue SHADO Jeeps, six-wheeled light utility vehicles, were originally supplied for Doppelgänger. Using modified Austin Mini Moke chassis with an extra rear axle, the marine ply, fibreglass and perspex bodies, fitted for the film were modified, with the windscreen moved rearwards. As with the other SHADO vehicles, gull-wing doors, operated by a prop man out of shot, were fitted. Later episodes, such as "Timelash" saw these doors omitted, presumably for ease of filming.
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The fuselage tapered markedly rearwards as the pedestal dropped away. A straight- edged, round-tipped tailplane was mounted on top of it, carrying elevators with a notch for rudder movement. The fin was very small but mounted a rounded, broad-chord, balanced rudder which reached down to the keel largely to the rear of the elevators. The glider landed on a sprung skid reaching from the nose to beyond mid-chord, assisted by a generous tail bumper.
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In plan the wing was rectangular with rounded tips. The Parma had an smoothly plywood skinned, oval cross-section fuselage, with its cockpit under the wing leading edge and enclosed by a single piece transparency. The fuselage tapered rearwards, where a straight edged, round tipped tailplane mounted on top of the fuselage carried elevators with a cut-out for rudder movement. The fin and rudder were rounded, the latter of broad chord and reaching down to the keel.
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Ailerons occupied the whole trailing edge of the outer, zero dihedral section and there were mid-chord airbrakes, opening above and below the wings, towards the outer end of the centre section. At the wing root the plywood skin extended to the trailing edge. The choice of NACA rather than Göttingen airfoils, the former less cambered and so faster, was a little unusual. The Pellicano had an oval cross-section, ply skinned monocoque fuselage tapering rearwards.
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Between the wings the fuselage depth decreased rapidly, so that aft of the trailing edge it was quite slender. The horizontal tail, mounted on top of the fuselage, was straight tapered in plan with squared tips and constructed in the same way as the ailerons. There were gaps at both ends of the elevators, between the fin at the root and between a rearwards tailplane extension at the tip. The starboard elevator carried a trim tab.
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The M-1's vertical rear control surfaces were rather straight and upright, though the balanced rudder was round-tipped. Its tailplane, mounted on top of the fuselage, was adjustable and wire-braced to the fin. The undercarriage was a split axle design, with the axles hinged from the fuselage central underside. Near-vertical Aerol shock absorber legs were fuselage-mounted at the base of the forward wing struts and drag struts reached rearwards to the lower fuselage.
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The sharply tapered wings supported tail-booms which in turn supported the tailplane, elevators, fin and rudder. The wings also housed the retractable main undercarriage units which retracted inwards. The nose undercarriage was attached to the front engine mounting and retracted rearwards. Armament of the SAM-13 was intended to be 4x ShKAS machine-guns: two in the fuselage top decking firing through the propeller disc, and one at each end of the wing centre-section.
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A key design feature of the Mirage IIIV to improve vertical flight performance was the installation of movable thrust deflector doors ahead of the nozzles set in the aircraft's underside.Flight International 20 May 1965, p. 774. These would be inclined 45° rearwards while on the ground, dispersing both debris and hot gasses away from the aircraft. As the engines accelerated to full power, these doors would automatically drop to a 90° position in order to obtain maximum lift thrust.
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Compared with the preceding cars the passengers and engine were positioned much further forward, the back seat now being rather forward of the back axle. There were six side windows like the Sherborne and the quarter lights were fixed. Again like the Sherborne the forward doors opened rearwards. At the back there was now a compartment large enough to take a trunk as well as more luggage on the open compartment door when it was let down.
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The Mg-9 was a glider designed as a high performance and training aircraft with aerobatic capabilities. Like most gliders of its day, it was wood framed with a mixture of plywood and fabric covering. It had a high gull wing built around a single spar, with ply covering ahead of it around the leading edge forming a torsion resistant D-box. The centre section was rectangular in plan, with ply covering extending rearwards to a diagonal drag strut.
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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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Each half-wing was wire braced with a pair of lift wires from the fuselage underside to the inner-outer wing panel junction. On the György I a single landing wire reached over the cockpit between these junctions. This arrangement led to concerns about safety, so on the György II there was a central steel cabane strut from which landing wires ran out and rearwards to the rear of the junctions. Short, broad ailerons reached to the tips.
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Normal shock waves tend to cause a large drop in stagnation pressure. Basically, the higher the supersonic entry Mach number to a normal shock wave, the lower the subsonic exit Mach number and the stronger the shock (i.e. the greater the loss in stagnation pressure across the shock wave). # Conical (3-dimensional) and oblique shock waves (2D) are angled rearwards, like the bow wave on a ship or boat, and radiate from a flow disturbance such as a cone or a ramp.
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A cockpit view from a BAE Hawk showing the explosive cord in the canopy On many high-performance military aircraft, the canopy is an integral part of the ejection seat system. The pilot cannot be ejected from the aircraft until the canopy is no longer in the path of the ejection seat. In most ejection seat equipped aircraft, the canopy is blown upwards and rearwards by explosive charges. The relative wind then blows the canopy away from the ejection path.
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During the typical PCP's discharge cycle, the hammer of the rifle is released by the sear to strike the bash valve. The hammer may move rearwards or forwards, unlike firearms where the hammer almost always moves forward. The valve is held closed by a spring and the pressure of the air in the reservoir. The pressure of the spring is constant, and the pressure of the air released (which is also known as the working pressure) decreases with each successive shot.
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This engine was fitted with its cylinder heads exposed for cooling. In 1922 the Sport was modified to compete in the first French national gliding competition. Modifications had to be made to accommodate the change in centre of gravity once the engine had been removed and the unusual biplane glider had a lengthened nose and wings without stagger, the upper plane moved rearwards. The wing span was increased by and the N-form interplane struts were replaced by parallel pairs.
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He could also release four bombs, held under the lower wings. Immediately behind this position was the pilots' open cockpit, which had side-by-side seats equipped with dual controls. Their seats were well separated to allow access to the front post via a door and had their own fuselage openings, windscreens and headrests. Passage rearwards between the seats led to a large cabin with windows for observation, containing radio equipment, a mapping table and a camera mounted for vertical or oblique photographs.
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The I.C.1 had a straight, constant chord, thick section wing built around two spruce box spars with plywood webs. The I-section ribs were also made from spruce and ply, the leading edge from ply and the trailing edge form dural. It had outboard ailerons but neither flaps nor airbrakes. The fuselage was an open frame structure with two horizontal, parallel booms that ran rearwards from the wing spars to the tail, where two cross braces carried the tailplane.
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The defensive armament was carried in remotely controlled dorsal and tail barbettes, with the dorsal gunner sitting at the rear of the large cockpit facing rearwards and the tail gunner in the tail operating the tail barbette. The pilot controlled a single forward-firing fixed cannon in the starboard forward fuselage. Up to 6,000 kg (13,320 lb) of bombs were to be carried internally in the fuselage bomb bay between the nose and main undercarriages. The forward fuselage pressure cabin housed the pilot.
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The canards, located slightly astern of and below the pilot, caused minimal obstruction in vision. They allowed for pitch control in a single-piece, all-moving arrangement. The nose wheel was located aft of the intake and retracted rearwards, with the light-weight main gear mounted on the fuselage. A sharply swept vertical tail was mounted on a spine on top of the rear fuselage, and was supplemented by two steeply canted ventral strakes, mounted on the ends of the wing root fillets.
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These were conventionally mounted ahead of the leading edge in long cowlings with their propeller shafts, driving two-blade airscrews, centred above the wing upper surface. There were fuel tanks in the thin wings, with more fuel in wing tip tanks. Unusually, the Flamingo was fitted with both flaps and airbrakes. The flaps were of the camber changing type, to increase lift at low speed; they were split into three sections on each wing and slid rearwards and downwards on concealed rails.
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The straight tapered, square tipped wings of the LCF II are mounted at shoulder height and built around a single wooden spar. The ribs are formed from polyvinyl chloride rigid foam and the wings plywood covered. The wing mounts Schempp-Hirth type airbrakes, which extend from the upper surfaces. The fuselage of the LCF II is built around a steel tube structure, covered by glassfibre in front and fabric covered aft, producing a tapering hexagonal cross section from the leading edge rearwards.
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The booms supporting the tail were steel, again fabric covered and mounted on the underside of the wing where they were at their deepest. At the forward end they merged into the fairings and mountings of the two outer engines, 300 hp (225 kW) Lorraine Algol radials. A third Algol was mounted centrally, on top of the wing and displaced longitudinally so the airscrew discs overlapped. Rearwards, the booms became more slender and carried the steel framed, fabric covered empennage.
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In the cargo role, the Argosy was designed for rapid turnaround times of only 20 minutes without the use of lifting trucks or cranes, utilising pallets and rollers to eliminate packaging."Door to Door freighting with the Argosy." Flight International, 23 December 1960. In terms of its basic configuration, the Argosy's tailplane was mounted on twin booms that ran rearwards from the inner engine nacelles, leaving the cargo doors at the rear of the fuselage clear for straight-in loading.
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He sat facing rearwards below the upper fuselage line and out of the slipstream, at a point where the fuselage stepped to a slim and narrowing oval boom. There was usable space inside the fuselage between the cockpits, enough to carry three passengers or two stretcher cases. All the tail surfaces moved; the fin, mounted ahead of the tailplane, moved with the horn-balanced rudder but through smaller angles, changing the camber, and the tailplane and single elevator were similarly coupled.
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The main bar frames, thick, were machined from a wide solid. The hind part of this frame was rigidly secured to the boiler through the high-pressure cylinder saddle castings and terminated just in front of the firebox outer throat plate. From this point rearwards, the frame was of the plate type and arranged to carry the spring gear and other fittings for the trailing Bissel truck. The locomotives were superheated and had Walschaerts valve gear, controlled by steam reversing gear.
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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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This section was equipped with a transparent cone which covered a large section of the nose and two separate transparent ports to give minimal sideways and rearwards views. The R.S.4 was first flown in this form on 13 June 1951. Although useful data was obtained, the R.S.4's prone pilot did have difficulty with the initial control setup. Today's hang glider pilots have found the prone position an ideal means of controlling flight as well as providing a streamlined profile.
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The fuselage was built around spruce longerons and struts with some plywood frames and covered with stress bearing 3-ply mahogany about 2.4 mm (0.094 in) thick. Unusually, there were five main longerons. In the central region of the fuselage four of them defined a deep rectangle but the upper two came towards each other together rearwards producing an isosceles trapezoidal section. A fifth longeron ran centrally above them, positioned so that the overall fuselage section was an isosceles triangle at the rear.
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The unusual 'dog-leg' shaped bolt handle is low profile and places the bolt knob just rearwards of the trigger close to the firer's hand, again facilitating rapid cycling and fire. Like the Lee–Enfield, the safety falls under the firer's thumb and can be operated silently. Due to the original Pattern 1913 Enfield action being designed around the high-powered .276 Enfield experimental cartridge with a larger diameter case than the .303 British, the internal box magazine capacity for the smaller diameter .
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The Autoplane had a rectangular plan wing. Its rear fuselage, open at the front until the car/forward fuselage was inserted, was attached to the wing underside from about half chord and tapered rearwards to a conventional tail with a triangular dorsal fillet leading to a large rectangular fin and rudder. The horizontal tail, also rectangular in plan, was attached to the fuselage bottom. Joining these two parts into an aircraft took two people a little over half an hour.
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The engines were mounted ahead of the leading edges in long fairings that also housed the main landing gear. The oil radiators were nearby in the leading edges of the outer wing panels which tapered strongly to semi-elliptical tips and had about 5° dihedral. Their fuselages were oval in cross-section and tapered rearwards to pointed extremities. Each had a glazed or semi-glazed nose and a cockpit, under raised, multi-part glazing, placed ahead of the leading edge.
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The SO.3050 was designed in occupied France during World War II and was the first French two seat tourer to fly after the Liberation. It was a conventional low wing cantilever monoplane, powered by a Renault 4Pei air- cooled inverted four cylinder inline engine. Pilot and passenger sat side by side under multipart glazing which ran rearwards into the raised upper fuselage. This raised region dropped away towards the tail, where the tailplane was mounted on top of the fuselage.
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A recoil spring pulls the bolt back intro battery and stripping a round off the magazine on its return, ready for firing. The recoil mechanism transfers some of the recoil energy in a downward direction at front of the weapon, rather than rearwards like a slide does in conventional pistols. This is to assist in keeping the weapon on target. Due to the fact there is no slide present on the weapon, optical attachments can be more easily installed on the weapon.
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The Naval test pilots who flew it there were not enthusiastic about its handling, described as sluggish, nor about its cockpit which they found cold and draughty. Though the view over the nose was good, rearwards and downwards it was not. They also commented that the large separation between pilot's and gunner's cockpits made communication difficult. Plans to build a second Pike were abandoned when the Air Ministry rejected both it and its competitor, the Sturgeon as not meeting the specification requirements.
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1963 Split- window Corvette. A conflict arose between Duntov and Chevrolet chief designer Bill Mitchell over the design of the new C2 Corvette "Sting Ray" model. Mitchell designed the car with a long hood and a raised windsplit that ran the length of the roof and continued down the back on a pillar that bisected the rear window into right and left halves. Duntov felt that the elongated hood interfered with the driver's view of the road ahead, and the rear pillar obscured the driver's view rearwards.
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Raised immediately behind to provide a headrest, the fuselage fell away aft. In contrast the R-17g had a Rubik-R-22S fuselage with a cockpit covered by a bubble canopy, behind which the upper fuselage ran horizontally rearwards. As a result the cross-section became increasingly flattened at the top. Both variants landed on a semi-recessed monowheel under the wing at about one-third chord, assisted by a rubber-sprung skid ahead of it to the nose and a small tail skid.
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The two-stage trigger has a new trigger shoe that can be moved for and rearwards by 0.5 in (13 mm) and has a adjustable trigger pull. The AXMC uses new 10-round double stacked .338 Lapua Magnum steel magazines that are inserted into a revised magazine well. Further, the AXMC features a revised external chassis stock system with an octagonal shaped fore end which envelops the free floating barrel offering modular attachment points for user (re)movable MIL- STD 1913 Picatinny accessory rails on four sides.
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Sukhoi Su-33 Some advanced jet aircraft have a three-surface configuration, often in conjunction with thrust vectoring. This is typically intended to enhance control and manoeuvrability, especially at very high angles of attack beyond the stall point of the main wing. Some advanced combat manoeuvres such as Pugachev's Cobra and the Kulbit were first performed on Sukhoi three-surface aircraft. The experimental Grumman X-29 was of basic "tail-first" canard configuration, with unusual forward-swept wings and strakes extending rearwards from the main wing roots.
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The main purpose of an inlet cone is to slow the flow of air from supersonic flight speed to a subsonic speed before it enters the engine. Except for scramjet engines, all airbreathing jet engines need subsonic airflow to operate properly, and require a diffuser to prevent supersonic airflow inside the engine. At supersonic flight speeds a conical shock wave, sloping rearwards, forms at the apex of the cone. Air passing through the conical shock wave (and subsequent reflections) slows to a low supersonic speed.
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The vehicle is lightly armoured against small arms and shell splinters with a thickness of 3 to 10 mm of steel. The troop compartment has one roof hatch over the top, which opens rearwards. In the centre of the roof there is a big circular opening that is covered with a blanking plate with hatch when no turret is mounted. The MT-LBu has only 2 firing ports: one in the front right side, the other in the rear door, both with an associated vision device.
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Interplane struts were formed by streamlined parallelogram-shaped frames which leaned both outwards and forward because of the different spans and the stagger. The tourer was powered by a water-cooled Hispano-Suiza 8Ab V8 engine with its cylindrical Lamblin radiator mounted below. Its bearers were attached to the forward members of the master-frame. The unusual rear part of the fuselage, a plywood girder structure which deepened but converged in plan progressively rearwards was mounted halfway up the rear master-frame members, near the tie-bar.
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Behind the engine the fuselage was smoothly ply covered. The front of the cabin was over the leading edge, with panelled glazing that extended aft to about three-quarters chord. The G-21's cabin roof line extended rearwards unbroken, tapering only slightly to the tail, where a forward set, mid-fuselage mounted tailplane was braced on each side by a single strut to the fin-fuselage junction. The fin and unbalanced rudder had a curved profile; the rudder was broad and extended down to the keel.
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Staggered biplane main-planes were mounted as far forward as possible to ensure that the centre of pressure maintained the correct position relative to the centre of gravity. The lower main-planes were attached to a framework, leaving a gap between wing root and fuselage. The undercarriage consists of two wheels mounted on struts, with long skids which extended rearwards removing the need for a tail-skid. A feature of the undercarriage requested by the French customer was castering main-wheels allowing cross-wind landings.
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The two 1,125 hp (840 kW) Hispano-Suiza 14Aa engines were conventionally mounted on the forward wing spar with long- chord cowlings, driving variable-pitch propellers of opposite handedness. The engine fairings extended further rearwards below the wing than above to house the retracted undercarriage legs with their single wheels. The tailplane and elevator narrowed only slightly, ending with vertical surfaces that extended only upwards, unlike the typical endplate fins of the period which also reached below the tailplane. Both rudders and elevators had trim tabs.
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The engines were on either side of the centre fuselage, the internal space in the centre containing the service bay that housed much of the aircraft's electrical, hydraulic, and avionics subsystems. The engine air intakes were placed on the forward fuselage, running directly from beneath the cockpit rearwards into the delta wing. Electricity was provided by a pair of 6,000 watt, 24-volt generators driven by the auxiliary gearbox; inverters provided AC power for equipment such as some flight instruments and the radar.Patridge 1967, p. 9.
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The gun fairing partially covered the gun and extended rearwards, replacing the windshield. This, however, seriously limited pilot vision to the front and, although retained on training aircraft, it was ordered removed on aircraft destined for front line units in France. The bulged engine access panel located under the exhaust pipe on British models was made of a solid sheet of metal, in place of the louvered panel fitted on French production models. Some British SPADs were also fitted with small spinners on the prop hub.
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The two crew sat in tandem, with dual controls, under a long, multi-part transparency. This extended rearwards over the wing, allowing the second seat to be positioned over the centre of gravity to avoid re-trimming when occupied. A broad, semi-elliptical, balanced rudder, fabric-covered except on its balance, was mounted on a small fin which was part of the fuselage structure. Close to its root, the fin carried an all- flying tail, fitted with Flettner tabs and also largely fabric-covered.
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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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A number of experimental aircraft were evaluated in the USA during the late 1950s and throughout much of the 1960s. The Avro Canada Avrocar, commissioned by the USA, was intended to be a technology demonstrator for a supersonic VTOL aircraft. It featured a single central fan in a circular flying wing, with engine thrust directed rearwards for forward flight. It underwent trials between 1958 and 1961 but, due to its unstable "flying saucer" aerodynamics and lower than expected thrust, never flew out of ground effect.
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The slender fuselage, which had a maximum width of only , was built around a strong longitudinal double beam which, together with other lighter longitudinal beams, located transverse frames with forked lower parts. The skin was riveted duralumin, like the wings. The 110-S's planing hull was a V with deeply concave sides, deepest at the nose then rapidly becoming more shallow rearwards approaching a small, single step. Stability on the water was provided by a pair of V-bottomed floats, strut-mounted from the outer central section.
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The common dragonet has a broad, triangular, flattened head with a long snout and protruding lower jaw, the body is also flattened, although the tail is rounded. The eyes are placed on the top head and the gills are alo on the upper part of the body. The preopercular bone is strongly hooked and has four robust spines, the front facing forwards and the other three face rearwards. The adults are sexually dimorphic and the mature males have elongate rays in their dorsal and caudal fins.
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Near the fuselage the plywood extended rearwards to an angled drag strut. The rest of the wing surface was fabric covered. Parallel chord ailerons, mounted on a light false spar, filled the whole trailing edges of the tapered outer parts and could be lowered together as camber-changing flaps. Early examples of the M22 had no air brakes but later Göppingen type brakes, mounted on the rear of the main spar at the start of the drag strut, deployed above and below the wing.
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The sailplane had an roughly oval section, ply-covered fuselage, though the sides met at a sharp, linear keel. A rubber-sprung landing skid covered the join from nose to under mid-chord. Its cockpit was at the leading edge and usually enclosed with a canopy modified over the years by the M22's various manufacturers. The fuselage tapered rearwards; the tailplane and elevators together, mounted on top of the fuselage, were straight-tapered out to tapered tips and fabric- covered apart from ply-skinned leading edges.
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The load sheet was based on a load chart prepared by the Department of Civil Aviation and based on information supplied by the RAAF. During the investigation, inquiries were made with the US Civil Aeronautics Administration and this revealed an error in the load chart. The main undercarriage of the Lockheed Lodestar retracted to the rear so that retraction caused the centre of gravity to move rearwards but this was not taken into account in the design of the load chart. Other errors also came to light.
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This will generate lift force vector pointing forwards and upwards, and a drag force vector pointing rearwards and upwards. The upwards components of these counteract gravity, keeping the body in the air, while the forward component provides thrust to counteract both the drag from the wing and from the body as a whole. Pterosaur flight likely worked in a similar manner, though no living pterosaurs remain for study. Insect flight is considerably different, due to their small size, rigid wings, and other anatomical differences.
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It was mostly fabric covered apart from the leading edge and root and was placed on top of the fuselage, far enough forward that the inner edges of the separate elevators were in line with the rudder hinge. The rear control surfaces were fabric covered. Pupil and instructor, provided with dual controls, sat in tandem ahead of the wing leading edge, the latter at the rear over the centre of gravity. They had separate perspex canopies; the forward canopy was side hinged and the instructor's opened rearwards.
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Two main, and visibly obvious, changes were made to the locomotives when in traffic, viz: the fitting of Manson automatic tablet exchange apparatus for working single lines, and a rearwards projecting extension of the cab roof, offering more protection for the crew. The Class A engines were coupled to what was known as the "Standard" tender which could carry of coal and of water. Five members of the class were renumbered between 1924 and 1927 when Nos. 3, 4, 5, 9 and 17 became Nos.
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The high engine position on this USAF A-10 Thunderbolt II is an easily observed distinguishing feature of this aircraft. When spotting aircraft, observers generally notice the key attributes of an aircraft, such as a distinctive noise from its engine or the number of vapour trails it is leaving. Observers assess the size of the aircraft and the number, type and position of its engines. Another distinctive attribute is the position of wings relative to the fuselage and the degree to which they are swept rearwards.
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These features included seatbelts, a roll cage, a padded instrument panel, side-impact bars, and a collapsible steering column. The placement of the spare tire under the front end served to absorb impacts. The most innovative safety feature, which has not been incorporated into other cars, was the ability to swivel the seats to face rearwards should a collision seem imminent. The Aurora is mainly remembered for its appearance, however, and is often cited in lists of the ugliest cars ever, frequently as the single ugliest car.
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The Rafale's glass cockpit was designed around the principle of data fusion—a central computer selects and prioritises information to display to pilots for simpler command and control. The primary flight controls are arranged in a hands-on-throttle-and-stick (HOTAS)-compatible configuration, with a right-handed side-stick controller and a left-handed throttle. The seat is inclined rearwards at an angle of 29° to improve g-force tolerance during manoeuvring and to provide a less restricted external pilot view.Jarrett 2005, p. 56.
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The Pobjoy drove a two-bladed propeller. The main wheels, which were provided with brakes, were mounted at the end of the wing centre section, each between pairs of compression legs. Pairs of cross braced struts, joining the legs a little way above the axle and hinged at top and bottom, rotated to retract the wheels rearwards. As on the Streak, the retracted wheels protruded to give some protection in a wheels up landing, but on the Kite there were small fairings ahead of them.
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All its flying surfaces were straight tapered and square tipped; the wing carried flaps. Its Pratt & Whitney R-1340 Wasp nine cylinder radial engines were mounted ahead of the wing leading edges, with cowlings which extended rearwards, both above and below the wing, nearly to the trailing edge. Its main wheels retracted backwards into the lower cowling and the tail wheel also retracted. Its crew compartment was in the extreme nose of a deepened forward fuselage, with multiple transparencies to provide good sideways and downward vision.
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Heinkel factory engineering department's He 219 fuselage development sideview drawing, showing Ju 88G-style rear-canopy gunmount, fuselage dorsal and ventral "steps" and blunt-ended rear on cockpit canopy The "V4" (fourth) prototype, equipped with the earlier canopy design, had a small degree of internal metal framing within the rearmost hemispherical canopy glazing, apparently for a rear dorsal weapons mount or sighting gear for the deleted fixed "step"-mount rearwards-firing armament. The idea for the rear- facing dorsal and ventral "step" features on the original He 219 fuselage design, for armament emplacement locations was later carried into the May 1943 revised fuselage design, for what became the Heinkel Amerikabomber design contract competitor, the He 277, for its revised fuselage design to accommodate a tricycle undercarriage. The Heinkel engineering department's Typenblatt general arrangement drawing for a BMW 801E-powered, tricycle-gear He 277 Amerikabomber designHeinkel engineering department's He 277 general arrangement 3-view drawing for the nosewheel version show the early He 219 V-series' rearwards-facing "steps" being inherited by the He 277's revised fuselage design in similar locations on its aft fuselage.
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Stacks of rubber shock discs act as shock absorbers. All models, with the exception of the M20D Master, came with retractable landing gear; on these models, the nose wheel retracts rearwards and the main wheels retract inwards. Early models use a hand-operated lever system to raise and lower the gear. The manually actuated landing gear are raised by unlocking the lever from just below the throttle, which is called a "Johnson Bar" and is named after the Johnson Bar (locomotive), rotating it to the floor, and locking it into a fixture on the floor.
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Armament consisted of two SK L/30 naval guns in single mounts fore and aft, together with four 50 cm (19.7 in) torpedo tubes with one reload torpedo carried. Up to 18 mines could be carried. In 1916 the L/30 guns were replaced by more powerful SK L/45 guns. In 1921 she was rearmed with two 10.5 cm SK L/45 naval guns and two 50 cm torpedo tubes, and was fitted with new boilers, while her forecastle was extended rearwards, eliminating the exposed well-deck forward of the ship's bridge.
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Slow- motion and normal speed of Egyptian fruit bats flying Bats are the only mammals that can truly fly. They fly through the air at a constant speed by moving their wings up and down (usually with some fore-aft movement as well). Because the animal is in motion, there is some airflow relative to its body which, combined with the velocity of the wings, generates a faster airflow moving over the wing. This generates a lift force vector pointing forwards and upwards, and a drag force vector pointing rearwards and upwards.
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Similar to adaptation in avian flight, swimming behaviors in fish can be thought of as a balance of stability and maneuverability.Weihs, Daniel (2002) Stability versus maneuverability in aquatic locomotion Integrated and Computational Biology, 42: 127–134. Because BCF swimming relies on more caudal body structures that can direct powerful thrust only rearwards, this form of locomotion is particularly effective for accelerating quickly and cruising continuously. BCF swimming is, therefore, inherently stable and is often seen in fish with large migration patterns that must maximize efficiency over long periods.
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Behind the engine, the fuselage had an oval cross-section, with the single open cockpit partially under the wing trailing edge which had a shallow cutout to enhance his view. The fuselage tapered rearwards to a point behind the tail control surfaces. The cropped, straight tapered horizontal tail was mounted on the fuselage centreline; the fin and rudder, larger than on the Š-7, were also straight edged. The Š-7 had a fixed, single-axle conventional undercarriage, with mainwheels on cross-braced V-struts, assisted by a tailskid.
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In 1932, the Imperial Japanese Navy had a requirement, 7-Shi, for a new torpedo bomber to replace the Mitsubishi B2M. The air arsenal at Yokosuka prepared its own design to meet this requirement, competing against designs by Mitsubishi and Nakajima. The resulting aircraft was a three-seat single-engine biplane, with a fuselage of steel tube construction and two-bay wooden wings that could fold rearwards for storage aboard aircraft carriers. It was powered by a single Hiro Type 91 W engine rated at 450 kW (600 hp).
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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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All jet engines are reaction engines that generate thrust by emitting a jet of fluid rearwards at relatively high speed. The forces on the inside of the engine needed to create this jet give a strong thrust on the engine which pushes the craft forwards. Jet engines make their jet from propellant stored in tanks that are attached to the engine (as in a 'rocket') as well as in duct engines (those commonly used on aircraft) by ingesting an external fluid (very typically air) and expelling it at higher speed.
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Early Schlesierlands had open cockpits and landed on a skid that reached from the nose to the lift strut attachment point but the 1931 Stanavo introduced a monowheel aft of the skid. At some point it was fitted with a multi-transparency cockpit canopy. The wing pedestal slowly deceases in height rearwards above the fuselage, ending about halfway to the tail. The narrow, swept tailplane is mounted on top of the fuselage; on the later 1931 variants, the ESG 31A and B, the tailplane was braced to the top of the fin.
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An early F4U-1 showing the "birdcage" canopy with rearwards production cockpit location. In 1943, he was responsible for the establishment of a research and development department in the company. The department developed various items which would be of great help to the United States military during its involvement in World War II. Among the items produced were the first practical airplane tire, long-haul conveyor belts, hydraulic disc brakes for airplanes, the first pneumatic truck tire, and a bullet-sealing fuel tank for military airplanes. The research department provided work for 250 research scientists.
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After of unrestricted travel, a wedge- like surface on the bolt carrier moves under the breech locking piece and lifts it up and out of engagement with the locking recesses in the steel body. The breech locking piece swings up and this movement provides the leverage required for primary extraction. The breech block is then carried rearwards extracting the empty cartridge casing from the chamber. A fixed ejector passes through a groove cut in the underside of the bolt and the case is flung upwards clear of the gun.
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The unusual 'dog-leg' shaped bolt handle is low profile and places the bolt knob just rearwards of the trigger close to the firer's hand, facilitating rapid cycling and fire. Like the Lee–Enfield, P13 and P14, the safety falls under the firer's thumb and can be operated silently. The M1917 Enfield bolt locking lugs had a 4 degree helical angle with matching angles on the receiver lug seats (the technical term is interrupted threading). This means that final head space is not achieved until the bolt handle is turned down all the way.
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This was given the name Feiro Daru. Other differences between it and the Feiro I were the addition of about 2º of sweep to the wing, moving the center of pressure rearwards, and a revised tail similar in shape to that used on the Feiro Dongó, with a straight edged fin and deep, curved, balanced rudder. Its empty weight was increased by but its useful load also increased by . It was faster, with a maximum speed increased by , climbed to in 8 minutes and had a ceiling of .
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Aeroflot issued a requirement for two transport aircraft types. Bartini began design work in October 1934 on an aircraft to meet the larger 10/12 passenger specification. Initially Bartini intended the Stal-7 to use a steel tube truss airframe, with fabric covering, but problems with complexity and the flexibility of the truss structure led Bartini to re-design the aircraft with a light-alloy monocoque structure. The hydraulically retractable main undercarriage legs retracted rearwards into the engine nacelles, which were positioned at the junction of the inverted gull wings.
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Sterling was again sold in 1989 to British Aerospace and, after the assets were stripped, ceased trading. In 1988 the rights to the designs were purchased by Benjamin-Sheridan and the HR-81 and HR-83 then enjoyed limited production in the USA.'The Sterling Years: Small Arms and the Men' Edmiston J (1992): pp. 127 The American model differed from the UK model in that the rearsight, which was moved rearwards to become a removable part, was mounted on the scope rail, and the stock had a noticeably different shape.
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First flown in May 1930, the Robinson Redwing appeared at the peak of the boom in light aircraft enthusiasm in the UK. It was a single bay biplane with simple, parallel pairs of interplane struts. With only slight stagger, the wings were easy to fold. They had equal span and chord and were unswept, with straight and parallel edges apart from rounded tips and a wide cut-out at the centre of the trailing edge for pilot visibility. The fuselage was rectangular in cross section, tapering rearwards and with a rounded decking.
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The D 7 had a fixed conventional undercarriage, with each mainwheel's leg placed vertically and mounted at mid-fuselage, assisted by a forward leaning strut attached under the nose. A long tailskid reached rearwards from the forward edge of the ventral fin. The wings of the D 7 had constant chord and the upper one was supported just above the fuselage on a cabane. The cockpit was aft of its trailing edge, where there was a central rounded cut-out to assist the pilot's upward and forward view.
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In 1934, based on experience of testing the Experimental 6-Shi Night Reconnaissance Flying boat, the Imperial Japanese Navy drew up a specification for a new night reconnaissance aircraft, intended to shadow enemy fleets during the cover of darkness, with orders being placed with Aichi and with Kawanishi.Mikesh and Abe 1990, p. 76. Aichi's design, with the company designation AB-12, was a single-engined biplane flying boat of all-metal construction. Its two-bay wings folded rearwards to save space on board ship, while its crew of three were accommodated in an enclosed cabin.
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The feed is not straightforward, as the gun fires the 7.62×54mmR round, and this has to be withdrawn rearwards from the belt before ramming into the breech. The reciprocating motion is achieved by using two claws to pull the round from the belt, and then an arm pushes the round into the cartridge guide ready for the bolt to carry it to the breech. Despite this complication, the SG-43 was remarkably reliable and feed jams were apparently few. The barrel is air- cooled and massively dense, contributing to a fairly high overall weight.
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Its shoulder mounted wing was largely based on that of the DFS Olympia though reduced in span by to by clipping the Olympia's tips to produce a tetragonal, equal-tapered plan. It is built around a single spar and an inboard, internal, diagonal drag strut rearwards to the fuselage on each side. The leading edge is plywood-covered back to the spar and struts. Apart from some ply reinforcement around the Schempp-Hirth type spoiler mounted on the rear of the spar at around mid-span, the rest of the wing surface is fabric-covered.
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There are small side windows under the wing. The fuselage tapers aft to the tail, where a narrow, ply-skinned fin carries an angular, fabric-covered rudder which extends down to the keel. Originally the horizontal tail was mostly fabric-covered and mounted on top of the fuselage ahead of the rudder, but early flight tests led to it being raised out of the wing's wake on a short pillar. Its rigidity was increased with ply covering on the tailplane, its tips extended rearwards to contain shortened elevators.
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To fire the rocket, the firer moves a charge lever forward with his firing hand thumb. The rocket motor burns out before it leaves the launch tube, the resulting blast being directed rearwards from the launch tube. The rocket then coasts to the target, arming itself after it has passed a certain arming distance. The warhead is a HEAT shaped charge and could penetrate of rolled homogeneous armour at 90 degrees, as was taught to soldiers trained on the weapon system in the British Army, Royal Navy (Royal Marines) and RAF Regiment.
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The shooter pulls back on the forend to begin the operating cycle. The bolt unlocks and begins to move to the rear, which extracts and ejects the empty shell from the chamber, cocks the hammer, and begins to load the new shell. In a tubular magazine design, as the bolt moves rearwards, a single shell is released from the magazine, and is pushed backwards to come to rest on the elevator. As the forend reaches the rear and begins to move forward, the elevator lifts up the shell, lining it up with the barrel.
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Ailerons occupied about half the span and the outer wing had 2° of washout to delay the stall over them. The E.T.186 had a deep sided hexagonal fuselage covered in plywood forwards and fabric aft. Its cockpit was just ahead of the wing leading edge, placing the pilot's head against the front of the central pedestal; the glider could be flown with an open cockpit or alternatively from under a perspex canopy. The fuselage tapered rearwards, where a tapered, round tipped tailplane mounted on top of the fuselage carried separate balanced elevators.
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The Coccinelle's fuselage has a rectangular section throughout and its profile is straight edged except under the engine, where it curves upwards. The side-by-side seats are ahead of the wing leading edge and largely enclosed under a one piece, rear hinged, part bubble type canopy. Behind this are further transparencies which can vary from builder to builder but extend rearwards a little way into the wing. Most Coccinelles have a tail wheel undercarriage with front wheels on thin, steel cantilever legs, though a tricycle undercarriage is an option.
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The pintle is a highly stressed component during landing manoeuvres and is often made from exotic metal alloys. For World War II aircraft with sideways-retracting main gear units, carefully set-up "pintle angles" for such axes of rotation during retraction and extension allowed the maingear struts to be raked forward while fully extended for touchdown and better ground handling, while permitting retraction into rearwards-angled landing gear wells in their wings to usually clear the forward wing spar for stowing while in flight.Snyder, Chuck (August 2012). "How to Install Retractable Landing Gear".
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The engines were mounted in this fashion to make room for the retracted main undercarriage legs, two on each side attached to the engine nacelles under the wings. The paired main undercarriage legs, side by side, retracted in opposite directions, inboard forwards and outboard rearwards, with the single mainwheels rotating 90 degrees to lie flat under the long jetpipes of the AL-5 engines. To boost takeoff performance, two JATO bottles could be attached to the rear fuselage. Performance was also improved when Lyulka AL-5F (forseerovannyy - afterburning) engines were fitted.
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Somewhat unusually, the fuselage filled the space between the wings, deep enough for a spacious, windowed cabin for the observer/navigator. This cabin was between both the wings and the two cockpits; the pilot sat forward of the upper wing, with his head above it and the gunner's position was well aft of the trailing edge. The latter had a ring-mounted .303 in (7.7 mm) Lewis Gun, and there was an unusual metal tunnel that could be slid rearwards to protect him from the elements when the gun was not in use.
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The Aviméta had conventional, fixed landing gear with a wide track. Each wheel was on a bent axle from the fuselage at the base of the forward wing strut, with a near-vertical leg fitted with a rubber shock absorber mounted on that same strut at a higher point which was reinforced with an inward-leaning strut to the upper fuselage and another rearwards to the base of the rear wing strut. The axles were stabilised with drag struts, again to the bottom of the rear wing strut. Aft, the tailskid was sprung steel.
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Lockheed Martin F-22A Raptor Jet aircraft use airbreathing jet engines, which take in air, burn fuel with it in a combustion chamber, and accelerate the exhaust rearwards to provide thrust. Different jet engine configurations include the turbojet and turbofan, sometimes with the addition of an afterburner. Those with no rotating turbomachinery include the pulsejet and ramjet. These mechanically simple engines produce no thrust when stationary, so the aircraft must be launched to flying speed using a catapult, like the V-1 flying bomb, or a rocket, for example.
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1-13 Table 1-2 gives time of exit at launch +.05 seconds. and burns out before the missile has exited the tube. As the missile exits the launch tube, first four wings just forward of the flight motor spring open forwards, followed by four tail control surfaces, which flip open rearwards as the missile completely exits the launch tube. As the wings fully extend at about 7 meters from the launcher, the flight motor ignites, boosting the missile's speed to approximately 600 miles per hour (~1,000 kilometers per hour) during its burn time.
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Afterwards, Cooper ran to a nearby house to find help and discovered that some of the passengers were already there. Meanwhile, flight attendant Sandy Ward was seated in the back of the plane and reported it "bouncing up and down" several times during impact and that fire spread through the cabin. With a wall of flames blocking the way in front, she moved rearwards and tried to open the back cabin door, but it was also jammed. By now, the fire had died down and she was able to exit through the broken fuselage.
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The wing was built around a single, swept main spar which was straight in plan, simplifying its change in direction between the inner and outer panels. Diagonal sub-spars ran inwards and rearwards from it between the lift strut attachment points and the fuselage. Plywood skinning forward of these spars around the leading edge formed a D-box; aft, the wing, including the aileron, was fabric covered. Its fuselage was ply covered and roughly oval in cross section, with a somewhat pointed nose and tapering gently and uniformly from wing to tail.
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This was again, as explained earlier, both for domestic economical and political reasons as well as to not provoke Germany into a new war. The chassis of the T-13 B3 was bigger, with, apart from the redesigned turret, a box-on-box like appearance. The gun was no longer pointed rearwards as in the first two versions. Armor was only slightly upgraded to 13 mm armored steel on the frontal surfaces and 7 mm steel on the sides, still insufficient to cope with anything but small arms fire and blast and shrapnel damage.
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Ramsbottom valves on a model traction engine U-shaped Ramsbottom safety valve In 1855, John Ramsbottom, later locomotive superintendent of the LNWR, described a new form of safety valve intended to improve reliability and especially to be tamper-resistant. A pair of plug valves were used, held down by a common spring-loaded lever between them with a single central spring. This lever was characteristically extended rearwards, often reaching into the cab on early locomotives. Rather than discouraging the use of the spring lever by the fireman, Ramsbottom's valve encouraged this.
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The DH-2 features a biplane layout, a single-seat open cockpit, fixed conventional landing gear with and a single engine in pusher configuration. Unlike the original Geoffrey de Havilland designed DH.2, the replica replaces most of the structural wood with welded steel tubing, with its flying surfaces covered in doped aircraft fabric. Its span wing, has a wing area of and is supported by interplane struts, cabane struts and flying wires. The tail is an open lattice structure to fit around the rearwards-facing propeller and is also cable-braced.
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An unusual feature on a few of the T77 models was a central position for the steering wheel in the dashboard. The front-seat passengers were seated on either side of the driver and the seats placed slightly rearwards as in the modern-day McLaren F1. All other T77's had the steering wheel on the right-hand side as Czechoslovakia (like a number of other European countries) drove on the left before the Second World War. The unique car pictured here is the two-door coupé prototype used by Erich Übelacker.
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From propeller to aft of the wing root the fuselage was a tube of constant diameter, set by the wide chord NACA cowling around its 525 kW (700 hp) licence-built Pratt & Whitney Hornet radial engine, which then tapered to the tail. The underlying structure from nose to tail was a rectangular chrome molybdenum steel frame, aluminium covered in front and plywood behind. The low profile cockpit placed the crew at the wing trailing edge. The PL.3 had a conventional undercarriage with mainwheels retracting rearwards into the wing, leaving a small part exposed.
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Aside from a few elements, such as the fabric-covered ailerons, the Lancaster's oval-shaped fuselage had an all-metal covering.Goulding and Garbett 1966, p. 5. All of the wing and fuselage sections were manufactured separately, during which they were outfitted with all of the required equipment in advance of final assembly being performed, as a measure intended to accelerate the rate of production. The Lancaster was equipped with a retractable main undercarriage and fixed tailwheel; the hydraulically-actuated main landing gear raised rearwards into recesses within the inner engine nacelles.
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The MG 42 is capable only of fully automatic fire. Single shots are difficult, even for experienced operators, due to the weapon's high cyclic rate of fire and the ability to fire a short burst of no more than three rounds was usually accepted as the training standard. The weapon features a recoil booster at the muzzle which adds extra rearwards force to augment that caused by recoil, thereby improving functional reliability and rate of fire. The MG 42 belt-feed mechanism was copied and used in the design of the M60 machine gun.
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Contrary to the popular belief the turret used in D-944 PSZH is significantly different from the BPU-1 turret used in BRDM-2, PSZH had better ergonomics and observation. PSZH had similar layout to FÚG, but it carried 6 troops and crew consisted of 3 men. Commander and driver sat at the front, gunner was in the turret, while carried soldiers sat on sides of hull in the place of belly wheels of FÚG. The last troop on both sides had internal radio and can observe rearwards and side.
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Takuma Sato became only the second Japanese driver to achieve a podium finish. The race saw two serious accidents caused by Michelin tire failures in what would be a precedent for the 2005 United States Grand Prix, at which all Michelin-shod cars withdrew over safety concerns. First, Fernando Alonso's Renault crashed into the barriers alongside the end of the pit straight on lap nine. Later, Ralf Schumacher's Williams suffered the same fate, but in the most dangerous part of the track, causing him to hit the wall at a ninety-degree angle rearwards.
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Armament consisted of two SK L/30 naval guns in single mounts fore and aft, together with four 50 cm (19.7 in) torpedo tubes with one reload torpedo carried. Up to 18 mines could be carried. In 1916 the L/30 guns were replaced by more powerful SK L/45 guns. In 1921 she was rearmed with two 10.5 cm SK L/45 naval guns and two 50 cm torpedo tubes, and was fitted with new boilers, while her forecastle was extended rearwards, eliminating the exposed well-deck forward of the ship's bridge.
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303-inch (7.7 mm) Vickers GO machine gun. The turret could be winched back into the nose, revealing a small "deck" and demountable marine bollard used during mooring manoeuvres on the water. The change of armament in the nose to the much lighter gun moved the centre of gravity rearwards. After the first series of flights, the prototype was modified to have a wing that was swept 4.25° to the rear, thereby moving the centre of pressure into a more reasonable position in relation to the new centre of gravity.
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He controlled four fixed machine guns, a pair of Vickers guns firing through the propeller and a pair of Darnes on the wings. The gunner's post had three machine guns, with a pair of Lewis guns on a flexible mount and a third firing downwards and rearwards. The rear part of the fuselage had an ovoid cross section, formed around the steel tube structure with stringers and fabric covered. The Type 25 used the same tail unit as the Breguet 19, with a triangular fin and straight-edged rudder.
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In the lower saloon, after the area taken up for the staircase, the first twin seat faced rearwards, and gave a cosy, relaxed feel to the interior. Two demonstrators were built, 7800DA and 8072DA, both vehicles being painted in Wolverhampton Wanderers' colours of yellow and black. 7800DA had six more seats than 8072DA, and, cleverly, the seating capacity of each vehicle was hidden in the registration number.. The majority of vehicles were fitted with Roe bodies, the others being bodied by Northern Counties (1) and East Lancashire Coachbuilders (5).
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The cardboard covered fuselage had a rectangular section which tapered rearwards more strongly than that of the MS 1 and had an open cockpit overlooking the mid-wing. The MS 2's tail surfaces were all paper- covered, with a tailplane that was triangular as before but less broad in chord and mounted at mid-fuselage. It carried a one-piece, large area elevator. The fin was now conventionally on top of the fuselage, triangular in profile and with a rhomboidal rudder which gave the elevator clearance to move upwards.
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The main wheels of the Streak were mounted at the end of the wing centre section, each between pairs of compression legs. Pairs of cross braced struts, joining the legs a little way above the axle and hinged at top and bottom, rotated to retract the wheels rearwards. In common with many aircraft of the time, the retracted undercarriage left a part of the wheel exposed, to give some protection in a wheels up landing. The wheels, which had brakes, were retracted manually via a heavily geared down, bicycle chain drive.
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The biplane was powered by a Benz Bz IV, a six-cylinder, water-cooled, upright inline built under licence in Romania by Astra. It was cooled with a pair of cylindrical Lamblin radiators attached to the undercarriage legs. The tall engine cowling made the nose deep, but as it reduced rearwards into a rounded decking over a rectangular section structure the fuselage became more slender. Its pilot's cockpit was just behind the wing trailing edge, which had a broad cut-out in it to improve his upward and forward field of view.
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The trailing edge carried differential ailerons and interacting flaps. A pair of V shaped lift struts ran from the two wing spars down to the lower fuselage side where there was a universal joint to facilitate wing folding. The folding mechanism was unusual: unlocked, the wings slid forward and tipped leading edge down, so that when the front spar was released from its fitting the wings could fold rearwards and downwards about the rear spar. Because of the initial forward movement, the folded length was less than it would have been with conventional geometries.
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The forward vertical supported the wing at its front spar and the two diagonals met on the rear one. The lower frame extended forwards, with the pilot's seat projecting either side of it immediately ahead of the forward vertical frame. Underneath it, a curved skid was mounted and faired in, forming a long, deep, narrow box, reaching aft to the rear vertical frame. From the trailing edge rearwards the upper frame member was split into two, running parallel to each other and cross braced in the horizontal plane.
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Vickers based their entrant on the earlier Type 151 Jockey fighter, using the same wing and tail airfoil sections and dimensions but replacing the Wibault-Vickers corrugated construction of the Jockey with a modern stressed skin structure.Goulding 1986, p. 63. left The Venom (originally known as the Jockey Mk II) was a low-wing monoplane, with square-tipped constant chord wings and tailplane. The fin, too, was square-tipped but the rather angular appearance did not extend to the fuselage, which tapered rearwards from the engine's long chord cowling back to the tail.
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The single seat, open, unscreened cockpit was immediately below the leading edge. The landing skid was mounted on the front end of a curved, deep, covered frame on the fuselage underside, separating from it aft and rubber sprung well clear towards its end. The fuselage tapered rearwards, where there was a small tail bumper. The tail was different from that of the BS.16; although the same triangular tailplane and parallel chord, cropped tipped elevators were used, they were mounted on top of a low, straight edged fin.
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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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The wing was internally braced with diagonal steel tubes and fabric-covered. Externally, it was braced on each side with a steel tube strut from the lower fuselage longeron to the main spar at about 40% span. The fuselage was a steel tube structure which from the wing rearwards had four longerons forming a parallelogram section, deeper than wide. There was additional cross-bracing under the wing and a low, shelf-like forward projection to carry the wooden-framed open cockpit, placed just ahead of the wing leading edge, and the nose.
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Akaflieg Stuttgart wanted to build a glider with reasonable performance that was safe and simple to fly, the result was the fs16. The design employed a cantilever wing attached to the top of the fuselage; the rear portion of the fuselage was raised, similar to the Akaflieg Stuttgart F.1. The fs16 as constructed had no vertical tail, but used pivoting panels on the wingtips for roll and yaw control. It had no tail-skid, using a single large skid under the front fuselage with a spur extending rearwards for support and stability on the ground.
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Similar to adaptation in avian flight, swimming behaviors in fish can be thought of as a balance of stability and maneuverability. Because BCF swimming relies on more caudal body structures that can direct powerful thrust only rearwards, this form of locomotion is particularly effective for accelerating quickly and cruising continuously. BCF swimming is, therefore, inherently stable and is often seen in fish with large migration patterns that must maximize efficiency over long periods. Propulsive forces in MPF swimming, on the other hand, are generated by multiple fins located on either side of the body that can be coordinated to execute elaborate turns.
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The maxilla is fairly typical in shape, with a short anterior process (front branch), a slanted dorsal process (upper branch), a long posterior process (rear branch), and an antorbital fenestra defined between the dorsal and posterior processes. The anterior process has a notch at its front tip followed by a pit, as with a few other archosauromorphs. The dorsal and posterior processes both taper rearwards like other early archosauriforms, and there may be a subtle antorbital fossa (depressed area) in front of the antorbital fenestra. The inner surface of the maxilla has an arched ledge overlooking broad interdental plates.
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The horizontal stabiliser and fin were sharply swept at their leading edges. There were separate elevators and a rudder of half-heart shape, the point extending well below the fuselage to about the level of the lower wing. In its early form the Type G had a two- wheeled single axle main undercarriage mounted by a pair of struts on each side, one forward to the engine bulkhead and one rearwards to the fuselage via the main spar. Initially the wheels were supplemented by a pair of skids to avoid nosing over, but these were later discarded.
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This is initially parallel to the upper rear tube but turns upwards aft from below the wing, so the fuselage depth decreases towards the tail. The fuselage is divided into three bays by vertical cross members and further stiffened with three diagonal members. The wing is mounted on the upper tube and braced with a single strut on each side from about one third span to the lower tube. Bracing wires from the wing at the top of the struts run rearwards to the tail and forward to the nose to limit in-plane flexing of the fuselage.
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The wing was braced above the fuselage by the struts and the open, unscreened cockpit was under the leading edge; fabric-covered, inverted V-shaped decking tapered from the lower wing surface rearwards. There was a short, curved landing skid fixed at the nose and joined to the lower longerons at the same point as the lift struts by a V-form pair of telescopic compression struts. Initially the Pegasus had a tailskid but flight trials showed that both skids were easily broken, so the main skid was replaced with a stiffer one and the tailskid by a rubber tailwheel.
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The Draggin' Fly had a constant chord parasol wing, built around two spruce spars and having slight dihedral. The wing was Dacron covered and carried no flaps; the ailerons were aluminium with a full span torque tube. It was held well above the fuselage on a pair of V-shaped bracing struts, assisted by inverted V-cabane struts fore and aft of the cockpit. The fuselage was a steel tube structure and Dacron covered over the forward, pod like part that housed the engine and cockpit but open and triangular in section as it extended rearwards into a tailboom at cabane height.
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Propeller planes are also capable of generating significant rearwards winds, known as prop wash. Maho Beach in Sint Maarten is famous for its unique proximity to the runway of Princess Juliana International Airport, allowing people to experience jet blast, a practice that is discouraged by the local authorities. A tourist was killed on 12 July 2017 when she was blown away by jet blast, which caused her head to smash into concrete. Some airports have installed jet blast deflectors in areas where roads or people may be in the path of the jet blast on take off.
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A long, single, semi-reclining seat cockpit with a single piece canopy following the fuselage contours is placed ahead of the leading edge. Under it a rubber-sprung landing skid reaches aft to a retractable single wheel under the forward wing. The fuselage tapers rearwards to a T-tail quite different from the CPV1's conventional empennage, with a swept, straight tapered fin and rudder carrying a cantilever, tapered, one-piece all-moving horizontal tail fitted with a central anti-balance tab. The A2 first flew in 1964 and a short production run began in 1966.
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Subsequently, for racing purposes, the passenger seat was usually replaced with an additional fuel tank. In late 1935 or early 1936, it received a more aerodynamically refined canopy, and spats extended rearwards. In 1938, it flew with wings clipped by 4 ft (1.22 m) to 28 ft 0 in (8.53 m) and re-engined with a 140 hp (104 kW) de Havilland Gipsy Major II. At the same time, the forward canopy section was revised again, its sides extended downwards below the rear cockpit rim. Post- World War II, it flew with a Gipsy Major 10 engine.
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The Tipsy B had an open cockpit, with almost side-by-side seating in the sense that the seats were slightly staggered fore and aft to minimise fuselage width, with the left hand seat 8in (200 mm) further forward. The Tipsy Bc had the same seat arrangement, but enclosed under a Rhodoid (cellulose acetate) canopy, faired into the fuselage rearwards by a much deeper decking. Some Tipsy Bs had an asymmetric windscreen formed out of a single Rhodoid sheet, with its free edge further forward on the left to match the displaced seating, but symmetrical screens became common. Dual controls were fitted.
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Each branch of the Y carried a landing skid, U-shaped in profile; alternatively, take-offs and landings could be made on the pilot's feet. The frames merged at the penultimate vertical cross member, where the empennage began. A delta-plan tailplane was mounted on the top of the frame and extended rearwards to the final cross-member, which reached above the frame and formed the rudder post. The Mlody Lotnik's fin started at the same point as the tailplane and was also triangular, though low; the rudder, a cropped rectangle in profile, extended to the bottom of the frame.
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The canopy is multi- framed with a rather upright windscreen; the fixed glazing extends rearwards to mid wing and the forward section, including the screen, instruments and a small surrounding portion of the fuselage, hinges to starboard for access. The narrow fin is also ply covered but the rest of the empennage is fabric over wood framing. The rudder, like the fin, is straight tapered with a rounded tip; it extends down to the keel. A straight tapered tailplane and elevators are placed on top of the fuselage, the elevators having a cut-out for rudder movement.
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The gas cylinder is vented after the piston has traveled back and the remaining gases are exhausted into the atmosphere on the underside of the cylinder via two ports. The entire piston rod is chromium-plated to prevent fouling. The locking system features a locking block hinged from the bolt and housed in the bolt carrier that contains two locking lugs which descend into and engage locking shoulders in the receiver's internal guide rails. The weapon is unlocked by the short tappet-like stroke of the piston rod as it strikes the bolt carrier and drives it rearwards.
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It had noticeable improvements, such as apparently changed DSI bumps on the intakes, which save weight, complexity and radar signature. The DSI changes suggested the possibility of more powerful engines being used than on its predecessors, likely to be an advanced 14-ton thrust derivative of the Russian AL-31 or Chinese Shenyang WS-10 turbofan engines, though, by 2020 the J-20 is planned to use the 18–19 ton WS-15 engine, enabling the jet to super-cruise without using afterburners. The trapezoidal flight booms around the engines were enlarged, possibly to accommodate rearwards facing radars or electronic jamming equipment.
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The Sala had a plywood covered, ovoid section fuselage with an open cockpit immediately ahead of the wing pedestal. The cockpit lacked a windscreen but was well instrumented for a glider of the day, with air speed indicator, altimeter, turn and bank indicator and variometer. The fuselage tapered rearwards to the tail where the tailplane, with a straight, swept leading edge and carrying elliptically shaped, aerodynamically balanced elevators, was mounted on top. The fin was no more than a mounting for the tall, curved, balanced rudder, which extended down to the keel and moved in an elevator cut-out.
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The Le Rhone rotary was partially enclosed within an open- bottomed engine cowling and was mounted on steel tube bearings. Aluminium sheet, rounded on the upper surface, covered the fuselage rearwards to the cabin. There were two firewalls between engine and cabin and the carburetter, gravity-fed fuel from a tank in the central wing, was placed in the ventilated space between them. The deep cabin of the Feiro I had two rows side-by-side seats; the front pair could both be equipped with flight controls or one of then could serve as a third passenger seat.
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Aircraft usually carried several different camera configurations in one bay. A common installation was the trimetrogon: one vertical, and one oblique to each side. Often one aircraft carried several different camera-lens configurations for special purposes. The British found that a rearwards-facing camera could overcome some of the jitter from sideways movement, and that very low-level photography (called dicing) benefitted from an almost side-ways camera view. Most surveillance was conducted from extremely high altitudes, requiring long-focus optics, as reflected in “Goddard’s Law”: In photo-reconnaissance there is no substitute for focal length.
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It was a single-seat, all-metal cantilever low-wing monoplane with retractable tailwheel landing gear, where the mainwheels retracted rearwards into fairings under the wing. The fuselage was a semi-monocoque structure that tapered sharply behind the pilot's cockpit. It was powered by a Wright R-1820-G5 nine-cylinder air-cooled radial engine. It was designed to carry various combinations of two or machine guns, mounted in the nose and synchronized to fire through the propeller, while no armor or fuel tank protection was fitted in order to save weight and hence improve performance.
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The split-axle fixed undercarriage was neatly mounted, the main legs fixed to the front spar under the inner interplane struts and braced rearwards to the wing roots. Construction was the common one of canvas over a metal frame, but the fuselage frame was quite novel. It was designed by Vickers' chief structural engineer, Barnes Wallis and was a step along the road to his geodetic frames, where the distinction between main and secondary members was largely lost. The Type 207 fuselage frame had four light-alloy longerons, each made in sections that were screwed together.
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Prolapsed uterus in cattle, particularly dairy cattle, generally occurs in the first 12 hours post-calving. Frequent causes are hypocalcemia combined with irritation of the birth canal, causing straining. Replacement of the protrusion, which can range from the size of a softball to the hanging of the entire uterus down below the hocks, is performed with the cow in sternal recumbency, an epidural injection, and hindlimbs 'frogged' rearwards to allow the pelvis to tip forward, easing replacement. Careful washing and cleaning prior to replacement is important as is ensuring that the horns are completely everted once inside the cow.
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In 1931 Professor Walter Georgii, an academic meteorologist and head of the Rhön-Rossitten Gesellschaft (RRG) asked Alexander Lippisch to design a glider for meteorological research. In addition to the pilot, space was required for two observers or, more usually, one with a variety of meteorological instruments, so the Urubu Obs had to be a large glider. Its wooden high gull wing had a rectangular centre section, occupying about 20% of the overall span and mounted with marked dihedral. On each side a pair of rearwards leaning N-form lift struts braced the end of this section to the lower fuselage longeron.
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Towards the tip, the trailing edge was extended rearwards to make it more flexible for wing warping. The wings were built around two spars and wire- braced, both above and below to points on the front and rear spars from a pair of fuselage-mounted inverted-V struts, one just forward of each cockpit and joined by a horizontal tie rod. A kingpost was fixed to the rear spar toward the tip where the outer bracing wires were fixed. When this post was moved fore and aft by separate control wires, the wing was warped for lateral control.Flight 26 October 1912 pp.
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The ATTT had high-aspect ratio tandem wings, which were joined by long nacelles which carried the aircraft's engines, tractor configuration turboprops, large fuel tanks and the as well as the main undercarriage units for the aircraft's retractable tricycle landing gear. As first built, it had a conventional, cruciform tail. A novel arrangement of eight fast acting fowler flaps was fitted, inboard and outboard of the engines on each of the wings. These would be extended rearwards in a low-drag configuration prior to commencing the take-off run then quickly lowered to increase lift at the point of take-off.
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While prior A4 chassis were limited in wheelbase due to the relationship between the engine, transmission and front axle, the MLP allows for a reduced front overhang, resulting in a greater wheelbase length without the same increase in overall length. This effectively redistributes the centre of gravity slightly rearwards, improving handling by better balancing vehicle mass between the front and rear axles. The estimated static front:rear weight ratio of the B8 A4 is approximately 55:45, depending on body style and engine. The relocation of the steering rack in front of the axle also improves handling over previous A4 platforms.
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SAHR is mounted at the top of a frame, inside the seat-back, which is designed to pivot at its mid point. In a rear-end impact, the occupant’s lower back is forced rearwards by inertia against the bottom portion of the seat-back. A mechanical linkage in the frame then forces the upper half, carrying the head restraint, upwards and forwards to catch the occupant’s head and help minimise the amount of whiplash movement. The Benefit of the SAHR's system is that the headrest doesn't require replacement once used, unlike BMW and Volvo's WHIPS systems.
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In 1934, the Reich Air Ministry (RLM) declared a requirement for a Kampfzerstörer (battle destroyer), a tactical multi-role fighter/bomber concept, and a possible predecessor to the late-1930s German Schnellbomber concept. Focke- Wulf submitted the Fw 57, Messerschmitt submitted the Bf 110 and Henschel submitted the Hs 124. The Fw 57 was larger than its two competitors; it was heavier and did not handle as well as them. The Fw 57 was a twin-engine all- metal monoplane of conventional configuration, with a single fin and rearwards-retracting maingear members comprising its tailwheel undercarriage, into the engine nacelles.
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The S-6 was to have a two- wheel nose landing gear and single-wheeled main landing gear, retracting into the fuselage. The large nose with slightly flattened sides housed the gound mapping radar and terrain following radar, with a shovel-shaped combined laser / infrared sensor, which also included the data transmission for the anti- radar weapons like the Ch-24, mounted below and behind the radome on a forward swept pylon. The most striking visual feature of the S-6 design, however, was its rectangular air intakes, which were raked rearwards from the lower lips.
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Apart from the variable sweep, the Hi 21 was a conventional cantilever mid-wing design with a straight tapered wooden wing ending in rounded tips. The inner third of the wing had a plywood covered torsion resisting box section around the leading edge from the single spar; the ply skinned nose extended to the tips and behind the spar the wing was fabric covered. Minimum sweep placed the leading edge normal to the flight line so that the quarter chord sweep was forward; with maximum sweep the trailing edge was normal and the sweep rearwards. This arrangement allowed a variation of the c.g.
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It was installed in a simple, flat-sided metal cowling with its cylinder heads exposed for cooling. The cowling widened rearwards to match the dimensions of the HL 2's simple, rectangular section fuselage which was built around four wooden longerons and ply covered. Behind the fuel tanks the open cockpits were in tandem and fitted with dual control. The forward one was under the wing and was entered via a car-type door with a special lock to insure integrity of the upper longeron and the rear one, conventionally entered, was under the trailing edge cut-out.
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A curved, circular cross-section steel tube reached from the nose at least as far aft as the welded sockets which received the ends of the main wing spars. A solid, circular section wood beam was inserted into this steel tube, extending it rearwards. The wing spars were also circular, solid and wooden, set with strong dihedral which took their tips to the height of the extreme nose so that the foreplanes, elevators or jibs could be attached between these three points. Their inner trailing edges were directly controlled by the pilot, who sat over the central beam-wing spar joint.
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Skis and inflatable floats may be fitted. Typical armament for UH-1 gunship Internal seating is made up of two pilot seats and additional seating for up to 13 passengers or crew in the cabin. The maximum seating arrangement consists of a four-man bench seat facing rearwards behind the pilot seats, facing a five-man bench seat in front of the transmission structure, with two, two-man bench seats facing outwards from the transmission structure on either side of the aircraft. All passenger seats are constructed of aluminum tube frames with canvas material seats, and are quickly removable and reconfigurable.
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From the aft of the beam a metal tube strut reached upwards and rearwards to support the boom that formed the rear fuselage. This tube, which was more steeply angled than on the 13% longer Koma, gave the pod a more abrupt rear end. The end of the fuselage beam also mounted an exposed monowheel, assisted by a short, rubber sprung landing skid ahead of it. The tailboom was a horizontal, rectangular section, wooden, ply-covered structure mounted under the centre of the wing spar and braced with wires from mid-span to the tail as well as the steel tube.
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The Twin Bonanza is an all-metal low-wing cantilever cabin monoplane initially powered by two wing-mounted Lycoming GO-435 piston engines each with a wooden two-bladed propeller. The cabin has room for six people on bench seats, three in the front and three in the rear accessed by a side door on the right side. To gain access to the door a retractable three-tread steps is used. The Twin Bonanza has a tricycle landing gear with the nose wheel retracting rearwards and the main landing gears retracting partially into the engine nacelles, this leaves the tire exposed to assist in the event of a wheels-up landing.
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The significant decrease in the length of the engine compartment allowed the turret to be moved rearwards, which in turn moved its rotation axis and the center of mass"historycy.pl" to the center of the hull, increased the accuracy of the main gun and decreased a chance that the turret could get stuck after getting hit in the turret ring with a projectile that ricocheted. The thickness of the frontal armor protection more than doubled without disturbing the center of mass or drastically increasing the weight of the tank. At the beginning of World War II the thickness of T-34 armor was considered enough.
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Some modern air guns are designed to discharge arrows and are called arrow guns or sometimes airbows. These arrows are designed with a hollow shaft that is open in the rear where the nock would normally be. When loaded, the hollow arrow shaft is slid rearwards over a barrel whose external diameter is only fractionally smaller than the shaft's interior diameter, providing a close-enough fitting that minimizes rattling and gives a reasonable enveloping seal without causing too much friction. During shooting, the trigger releases high-pressure air from the barrel to the front portion of the hollow arrow shaft, pushing the arrow forward.
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Intended as an advanced military trainer, the Gabardini was a conventionally laid out two bay biplane, its thin section, unstaggered wings braced together with a near-parallel pair of interplane struts on each side and assisted by flying wires. The lower wing was mounted on the bottom fuselage longerons and the upper wing supported over the fuselage by two pairs of short cabane struts. The fuselage was broadly similar to that of the Gabardini monoplane, deep bellied between the wings, flat sided and flat topped behind the cockpit, tapering markedly rearwards to the tail. The cockpit was just forward of the trailing edge of the upper wing.
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Behind the cockpit a four-sided box converged aft to triangular frames which supported the wing spar and the tail boom, giving the rear of the pod a near vertical but slightly forward leaning edge. There was a rubber-sprung landing skid under the keel. The prototype had another, short, skid at the rear of the pod but production Szellős landed on a semi-recessed, landing wheel. The Szellő's ply-covered tailboom tapered slightly in plan rearwards but maintained its depth to the tail, where it included an integral, steep- edged and round-topped fin, a low step for the strut-braced tailplane and a small tail bumper.
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The Lee–Enfield rifle was derived from the earlier Lee–Metford, a mechanically similar black-powder rifle, which combined James Paris Lee's rear-locking bolt system that had a barrel featuring rifling designed by William Ellis Metford. The bolt has a relatively short bolt throw and features rear-mounted lugs and the bolt operating handle places the bolt knob just rearwards of the trigger at a favourable ergonomic position close to the operator's hand. The action features helical locking surfaces (the technical term is interrupted threading). This means that final head space is not achieved until the bolt handle is turned down all the way.
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The BMW was cooled with Lamblin cylindrical radiators placed between the undercarriage legs, though a diagram shows it with narrow, fuselage-hugging (cheek) radiators. The oval cross-section fuselage tapered rearwards behind the cockpit to a straight tapered tailplane and divided elevators with a cutout for rudder movement; the latter was mounted on a circular-edged fin and had its bottom cropped for elevator clearance. The Š-3 had a fixed, single-axle conventional undercarriage, with mainwheels on cross-braced V-struts. The first prototype was destroyed late in 1921 by a factory fire before its first flight, but the second flew early the next year.
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From 1933 Yakovlev and his design team developed a 2-seat low-wing monoplane sport aircraft with open cockpits, wooden wings, welded steel tube fuselage, powered by a Shvetsov M-11 engine. Fitted with landing flaps and automatic leading- edge slats, the AIR-9 design was submitted to a safe aircraft design competition, but was not proceeded with. The original AIR-9 design was re- worked in 1934 to include enclosed cockpits, but dispensing with the automatic slats. The tandem cockpits were fitted with sliding canopies; the forward canopy slid rearwards over the fixed centre canopy section and the rear canopy slid forwards under the centre-section.
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The fuselage tapered slightly rearwards to the tail, where the rectangular tailplane was mounted on top, supported by a single small strut on each side, and carried constant chord elevators. The fin was small but the balanced rudder was tall and somewhat pointed; it extended down to the keel and moved in an elevator cut-out. The fuselage underside was formed into a single step hull, though there was also a standard glider skid, running from just aft of the nose via the step to aft of mid-chord, assisted by a very small tail skid for land operations. Its first flight was in 1933.
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The ailerons filled the whole span. The fuselage of the Phoenix was a completely open aluminium frame structure which carried the exposed pilot's seat, placing his head just below the leading edge of the wing and supporting the engine in pusher configuration immediately behind. The fuselage frame extended rearwards to carry a conventional tail with horizontal surfaces at the same height as the wing and an all-moving rudder with a swept leading edge, extending below the tailplane aft of the rudder post. The rudder of the CII was swept on both edges, unlike that of the single seat version, and extended downwards further.
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The nose was redesigned with a more streamlined "stepless cockpit", having no separate windscreen panels for the pilot and co-pilot. This layout allowed cabin pressurization to be more easily implemented. This design approach had been growing in favour, subsequently appearing in various German types, notably the He 111P and -H's. All of the defensive armament was meant to be remotely controlled – in one proposal, comprising a remotely operated rear-facing dorsal turret at the rearmost end of the cockpit glazing, and two remotely operated "flank" turrets on the rearwards sides of the fuselage just forward of the empennage, otherwise each resembling the FDSL 131 units of the Me 210.
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On the night of 20–21 August, the 154th and 264th Rifle Divisions, tasked with the initial breakthrough in 3rd Tank Army's sector, moved into their jumping-off positions. German intelligence detected the Soviet buildup, allowing them time to strengthen the forward defenses of the LIII Army Corps with large numbers of anti-tank weapons, minefields, and hastily dug trenches and dugouts. The German armor was withdrawn rearwards to create an operational reserve, and constructed rear defenses with multiple lines of dugouts and bunkers. The German defenses were based on the Zhizdra and Vytebet Rivers, the network of ravines, and settlements turned into fortified strongpoints.
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The SM-93 was an all-wood single- engined low-wing monoplane with retractable undercarriage. The fuselage had a monocoque structure, with a single fin and low-set tailplane. The crew of two were accommodated under a long greenhouse-style canopy, with the pilot lying in a prone position above the rear of the engine, a Daimler-Benz DB 605A liquid-cooled V12 engine, while the gunner/radio-operator sat facing rearwards on a conventional seat. The two-spar wings were in three parts with the inner wings sharply tapered to the join, outboard of the landing gear attachments, and the outer wings moderately tapered to the rounded wingtips.
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The radio operator and navigator sat behind, with the bomb aimer's position further aft. Long side windows stretched rearwards from the cockpit almost to the end of the cabin, which was about halfway between the trailing edge and the tail. The undercarriage was intended to be robust enough for rough field operation: long travel Messier oleo legs ran upwards in front of the lower leading edge to the start of the boom, forming a split axle undercarriage bearing large wheels with their centres (when parked) not far below the fuselage floor. A tailwheel was mounted under a fairing at the extreme rear of the cabin.
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The design of the Mk IV hollow-point bullet shifted bullet weight rearwards, improving stability and accuracy over the regular round-nose bullet. These soft-nosed and hollow-point bullets, while effective against human targets, had a tendency to shed the outer metal jacket upon firing; the latter occasionally stuck in the bore, causing a dangerous obstruction. The Hague Convention of 1899 later declared that use of expanding bullets against signatories of the convention was inhumane, and as a result the Mk III, Mk IV, and Mk V were withdrawn from active service. The remaining stocks (over 45 million rounds) were used for target practice.
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The cockpit was pressurized as well as being provisioned with a fresh air system. The pedals were adjustable and had fairly permissible limits, while the cockpit itself was relatively easy to access, the canopy opening upwards and rearwards while using only a single step due to its low height. In order to account for the poor forward visibility available to the rear seat, usually occupied by the instructor, the front screen was bulged and a binocular periscope was fitted, providing a relatively clear perspective over a relatively wide angle over the top of the front cockpit. The forward cockpit, normally used by the student, provided for excellent external visibility.
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Available in Saloon and Avant bodies, they are versions of A6 S line with 177 PS 2.0-litre TDI or higher engines (excluding S6) in front-wheel-drive or Quattro all-wheel-drive configurations, for the UK market. It included 20-inch rotor- design alloy wheels with a dark titanium finish, black grille and number plate surrounds and the window frame strips, and by privacy, glass extending from the B-pillar rearwards; black roof rails Piano Black inlays, sports seats upholstered in black Valcona leather, black headlining, BOSE audio system with DAB radio, Audi Music Interface (AMI) for iPod connection. Sales began in November 2012, with deliveries began in early 2013.
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The Mauser-type bolt had a low-profile bolt handle with an integral safety lug built into its base that locked in the receiver. The unusual 'dog-leg' shaped bolt handle has a low profile and places the bolt knob just rearwards of the trigger close to the firer's hand, again facilitating rapid cycling and fire. Like the Lee–Enfield, the safety falls under the firer's thumb and can be operated silently. The action was configured to be easily operable, even when heated by sustained rapid fire, with slick operation, cock-on-closing feature and positive camming action when opening or closing the bolt.
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Accordingly, those aircraft assigned to home defence squadrons were quickly modified with navigation lights in order that they could serve as night fighters. A smaller number of Camels were more extensively reconfigured; on these aircraft, the Vickers machine guns were replaced by overwing Lewis guns and the cockpit was moved rearwards so the pilot could reload the guns. This modification, which became known as the "Sopwith Comic" allowed the guns to be fired without affecting the pilot's night vision, and allowed the use of new, more effective incendiary ammunition that was considered unsafe to fire from synchronised Vickers guns.Davis 1999, p. 97.Bruce 1968, p.
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Their controls were a screw handbrake on a prominent cast-iron pillar in front of them (moved rearwards on diesels), a long gear lever and a foot-operated clutch. The throttle was operated by a pedal using the driver's right foot. The original model 'R' Rail-Truck was fitted with the same 600 cc JAP engine of 4–6 bhp as the Auto-Truck. A later 'RT' model was fitted with a 980 cc v-twin engine of 9.8 bhp, later, 1, 2 & 3 cylinder Lister diesel 'LD series' engines were fitted from new without engine bonnets, and with the brakewheel moved to the driver's right hand side.
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The major problem to be solved with breechloading artillery was obturation: the sealing of the breech after firing to ensure that none of the gases generated by the burning of the propellant (initially gunpowder) escaped rearwards through the breech. This was both a safety issue and one of gun performance – all the propellant gas was needed to accelerate the projectile along the barrel. The second problem was speed of operation – how to close the breech before firing and open it after firing as quickly as possible consistent with safety. Two solutions were developed more or less in parallel, the "screw breech" block and "sliding wedge" or "sliding block".
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The aircraft's wings were made of fabric covered wood, while the tail surfaces were of fabric covered duralumin.Green 1971, p. 11. The aircraft was fitted with a tailwheel undercarriage, with the mainwheels retracting rearwards, rotating through 90 degrees to lie flat in the wing roots, being actuated by cables operated by a pilot-driven handwheel. The solid rubber tailwheel did not retract, but moved in conjunction with the rudder. The M-62 was not ready by the time the first prototype was complete, so it was fitted with a 750 hp (560 kW) M-25V engine when it made its maiden flight in August 1938.
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The Colibri was a twin engined motor glider, with two single cylinder two stroke McCulloch MC-101A, each of driving a two blade pusher configuration propeller via reduction gear and a high positioned shaft, just below and a little way behind the trailing edge. Under the drive shaft the fuselage remained deep but tapered rearwards into two door like aerofoils with straight, vertical trailing edges that could be opened symmetrically outwards as an airbrake. Positioned well behind the centre of gravity, they closed together as the only fin. Forward of the cockpit the fuselage curved gently upwards into a tubular, straight, tapering, rising boom.
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Manet showing the excitement and action of the race and Degas concentrating more on the moments before the start. Degas was intensely interested in Muybridge's photographs of the horse in motion, he copied them in chalk and pencil and used them for reference in his later work. Generations of artists before Muybridge had portrayed the horse in a 'rocking horse' gallop with the horse portrayed with both front legs extended forward and both hind legs extended rearwards. Much more realistic representations were possible after the event of photography and Muybridge's work but that did not necessarily lead to the impression of movement in the artwork.
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Pars cephalica not raised, sloping gently forward, narrow in front, truncated, segmental groove faintly distinct; clypeus narrow. Pars thoracica sloping rearwards, radial grooves moderately defined; median stria short, distinct, lateral margins slightly reflexed; marginal band narrow. Eyes in two recurved rows of four each, close together, rear median ones widest apart; front row shorter, close to edge of clypeus; posterior eyes larger. Legs yellow, long, robust, bespined; first and second pairs longest and strongest; tibia i and ii armed with seven pairs of long, strong yellow spines, and meta-tarsi of same with four pairs; bases of spines large, black; spines on legs iii and iv short and weak.
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The Condor's oval section fuselage was built around three longerons, two in the upper part and one, in the keel, which extended rearwards only as far as the rubber sprung landing skid, ending under the trailing edge. It was covered in stressed birch plywood. The forward fuselage was deep, with the wing on top and the single- seat cockpit ahead of the leading edge under a removable wooden cover with broad framed windows, limiting the pilot's view. Behind the wing the fuselage was slimmer and tapered to the tail, where a very small triangular fin carried a balanced rudder with an upright leading edge but which was full and rounded aft.
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They were initially hinged together at their leading edges, but later the hinge point was moved rearwards towards the aerodynamic centre to reduce pilot load and separated only behind the hinge. Since there were no ribs, the airfoil was determined by the airflow and the pilot, as for the sloop's jib. The main wing, a single surface stretched between the spars and the extreme tail, also had its camber determined by the airflow, like the mainsail of the sloop. Both wing sheets were produced by sewing together narrow strips of material; the longitudinal joints between them are prominent in some back lit, better quality images.
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The Perch was a two bay biplane, though the inner interplane struts were close to the fuselage. Just inboard of these struts and on each side, pairs of bracing struts linked the two forward wing spars via a connection to the fuselage centre line, with a similar connection between the rear spars. From the wings rearwards, the fuselage was flat sided, but the top was built up, with the pilots sitting with their eyes near upper wing level, where there was a cut-out in the trailing edge. Forwards the upper fuselage fell away, blending into a metal engine cowling which continued to decrease in depth.
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In-cockpit view of a Rallye, 2011 The Rallye was fitted with a bulbous cockpit, which was capable of accommodating two/three people in the basic lower-powered variants and up to four personnel within the more powerful models of the aircraft, some of which were designed to function as glider tugs and banner bearers.Trammell 1971, p. 39. The canopy slides rearwards to provide access to and from the cockpit, aided by a step located just underneath the wing's trailing edge; on the ground. On the ground, the canopy should remain slightly open when occupied to allow for adequate airflow; in flight, the canopy can be left open at speed up to a maximum of 94 knots.
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The intention of the designers was to combine the high performance of tractor configuration aircraft with a good field of fire for the observer's machine gun, as provided by pushers. It was therefore decided to modify an example of the B.E.2c by adding a small wooden box (which soon gained the nickname "pulpit") in front of the aircraft's propeller, which would accommodate a gunner armed with a Lewis gun on a trainable mount. The normal observer's cockpit of the B.E.2c was removed, allowing the engine (the standard air-cooled RAF 1a of the B.E.2) to be moved rearwards, while the wingspan was increased, and a larger fin was fitted.Hare 1990, pp. 177–178.
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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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This design is slightly inferior in pressure recovery to the conical intake, but at lower supersonic speeds, the difference in pressure recovery is not significant, and the smaller size and simplicity of the ramp design tend to make it the preferred choice for many supersonic aircraft. Concorde intake operating modes Later this evolved so that the ramp was at the top horizontal edge rather than the outer vertical edge, with a pronounced angle downwards and rearwards. This design simplified the construction of intakes and allowed use of variable ramps to control airflow into the engine. Most designs since the early 1960s now feature this style of intake, for example the Grumman F-14 Tomcat, Panavia Tornado and Concorde.
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A sedan version was launched in November 2003. It was produced in Brazil, South Africa and China and exported to the rest of Latin America and Australia, as well as to Europe. With the introduction of the Polo Classic saloon in the Australian market in 2004, the Chinese version, has the distinction of being the first Chinese-built car to be produced in right-hand drive. Compared to the hatchback model, the Polo Sedan (also "Saloon" or "Limousine") is completely re-styled from the B-pillar rearwards. The window line has a slight upward incline and the roof features Volkswagen’s trademark curves and the concise styling of the C-pillar provides aspects that are actually reminiscent of a coupe.
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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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Forward framework was longer, covering an enlarged and more comfortable cockpit, with pilot's seat moved 30 cm rearwards and raised by 5 cm. The central part of the wings was also modified. During 1934, production of the P.11c commenced, by 1936, the type was being produced at a rate of 25 fighters per month; in total, 150 aircraft were produced by the end of production in 1936 (older sources quoted a number of 175, which is not confirmed in any documents). The first series of approximately 50 P.11c aircraft were fitted with Mercury V S2 of 600 hp (447 kW), the rest with Mercury VI S2 of 630 hp (470 kW).
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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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USMC M46 Patton, 8 July 1952, with the turret facing rearwards. Note the different rear plate and twin fender-mounted exhausts. The mobility of the M26 Pershing was deemed unsatisfactory for a medium tank, as it added 10 tons of weight but used the same engine that powered the much lighter M4 Sherman. Work began in 1948 on replacing the power plant in the M26 Pershing, with a more powerful engine and more reliable transmission. The Continental AV1790-3 was chosen which was capable of more than 800 hp compared to the previous engine in the M26 Pershing which was rated for only 500 hp, and was coupled with the cross-drive transmission Allison CD-850-1.
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Externally, the aircraft bears a resemblance to the Cessna 208 Caravan, possessing a rectangular fuselage with large windows along its cabin. Both passengers and crew are provided with a high level of visibility; in a standard seating configuration, each passenger is aligned with a sizable rectangular window which are bulged outwards to improve the downwards view. The use of a high-mounted wing located rearwards of the pilot's door improves the pilot's view range, particularly when looking upwards. Unlike the majority of bush planes, the GA8's cabin can accommodate an aisle between the seats, improving passenger comfort; other comfort- enhancing features include evenly-distributed cabin ventilation and modular upholstery, the later being interchangeable to facilitate rapid replacement.
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The cockpit was at the wing leading edge, with flat and single curvature panelled glazing which extended rearwards behind the leading edge, with side panels below the wing and an upper panel reaching into it for upwards vision. Near the trailing edge the outer fuselage framing simplified into four tubes forming a diamond cross section but also containing the boom, which emerged briefly (about ) from the fuselage as it tapered away aft. A straight edged, constant chord horizontal tail, the tailplane ply-skinned and the inset elevators fabric covered was mounted on the boom. Its vertical tail extended both above and below the boom, overall forming an irregular pentagon, with the fin ply skinned and the rudder fabric covered.
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The nose of the Pendolino is manufactured out of composite materials and moulded in a similar fashion as has been used to produce the shells of racing cars. This construction methodology has been claimed to have been readily compatible with the aerodynamic contouring techniques practised while also retaining considerable structural strength. Allegedly, at one stage of development, the nose was intended to taper as far forwards as , similar to the noses of Japanese bullet trains. However, as the design was refined, this was reduced to a tapering length of just due to design constraints, while a roof fairing extends the curvature rearwards by a further , located directly above and behind the driver's windscreen.
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Near the rear of the aircraft, a further compartment for the purpose of containing freight and mail was present which extended into the after fuselage. The flying crew was seated in a spacious cockpit, also referred to as the bridge; the captain and co- pilot were seated side-by-side while the radio operator sat behind the captain, facing rearwards. The flight deck was relatively well equipped for the era, including features such as an autopilot; the flying instrumentation included a Hughes-built turn indicator, compass, and variometer, a Sperry Corporation-built artificial horizon and heading indicator, a Kollsman-built sensitive altimeter, a Marconi-built radio direction finder, a Smiths-built chronometer, and an attitude indicator.Norris 1966, p. 6.
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Because the gun plays a significant role in maintaining the A-10's balance and center of gravity, a jack must be installed beneath the airplane's tail whenever the gun is removed for inspection in order to prevent the aircraft from tipping rearwards. GAU-8 closeup The gun is mounted slightly to the port side so that the active firing cannon barrel is at the 9 o'clock position and on the aircraft's center line, with the front landing gear positioned to the starboard side. The gun is loaded using Syn-Tech's linked tube carrier GFU-8/E 30 mm Ammunition Loading Assembly cart. This vehicle is unique to the A-10 and the GAU-8.
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In contrast to the earlier description of the design, the Do 217 E had a new nose and the nose, cockpit rear, and ventral positions carried one MG 15 each. The design was to carry a maximum bomb load of two SC 500 and two SC 250 bombs. It was also possible to carry an aerial mine or torpedo, for which the bomb bay had been substantially extended rearwards in the ventral area of the rear fuselage, nearly 70% longer in proportion than what the earlier Do 17Z had possessed. A "clamshell"-like dive brake was fitted aft of the tail, with rear-hinged single dorsal and ventral "petals" to deploy using a jackscrew during anticipated dive bombing missions.
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To make the TRG system more suitable for military use, Sako upgraded and improved the TRG-21/41 design in the late 1990s. Some TRG accessories like the muzzle brake and bipod (that lets the rifle swivel or "hang" near its bore axis offering a more stable shooting position with large and heavy aiming optics mounted) were also improved. This resulted in the TRG-22/42 rifle system introduced in 1999. In June 2007 a voluntary factory recall concerning TRG-22, TRG-42 and M995 (TRG-S) rifles manufactured between October 1999 and October 2002 was put out to correct the possibility that a portion of the firing pin could exit rearwards when firing a defective cartridge.
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The Lions were orientated with their gearboxes away from the engineer's room and the power from each was taken to the airscrews by two drive shafts at right angles to the fuselage. The two from the front engine drove a pair of two- bladed tractor propellers ahead of the leading edge via a pair of gearboxes halfway between the wings, just beyond the first interplane struts. Their mountings extended rearwards to carry a pair of four-bladed pusher propellers driven by the rear engine. Port and starboard airscrews rotated in opposite directions and the fore and aft pairs did likewise, so that either engine could be shut down without any power asymmetry.
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This proved useful in desert environments such as the Western Desert Campaign, where lubricating oil retained dust and sand. The open bolt design combined with cheap manufacture and rudimentary safety devices also meant the weapon was prone to accidental discharges, which proved hazardous. A simple safety could be engaged while the bolt was in the rearwards (cocked) position. However, if a loaded Sten with the bolt in the closed position was dropped, or the butt was knocked against the ground, the bolt could move far enough rearward to pick up a round (but not far enough to be engaged by the trigger mechanism) and the spring pressure could be enough to chamber and fire the round.
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The first prototype was completed in January 1926 with a shoulder- wing layout, but following aircraft had the wing raised to a parasol wing arrangement. The aircraft demonstrated relatively poor performance, but showed good stability, making it popular for long-distance flights. A total of 5 K-8As were completed in 1926, all going to Nippon Koku K.K.. The design attracted the attention of the Teiko Kaibo Gitai, (the Imperial Maritime Defence Volunteer Association), a patriotic organization, who placed an order for two modified aircraft, the Kawanishi K-8B, with reduced span wings, a slimmer fuselage and the crew cockpits moved rearwards. These two aircraft were completed in 1927, demonstrating improved performance.
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The term automatic pistol is sometimes also used, though it typically refers to a fully automatic pistol. A semi-automatic pistol recycles part of the energy released by the propellant combustion to move its bolt, which is usually housed inside the slide. After a round of ammunition is fired, the spent cartridge casing is extracted and ejected as the slide/bolt moves rearwards under recoil, the hammer/striker is cocked by the slide/bolt movement, and a new round from the magazine is pushed into the chamber when the slide/bolt returns forward under spring tension. This sets up the following shot, which is fired as soon as the trigger is pulled again.
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In normal flight the two parts were close together and the rear sections acted both as lifting surface and, differentially, ailerons but they could also be lowered together as slotted flaps, moving rearwards as well as down to produce a slot between fore and aft parts. The fuselage was rectangular in cross section, with a single place open cockpit at the wing trailing edge, baggage space behind and an inverted in-line Train 4T in the nose. A straight edged tailplane was mounted on the upper fuselage longerons and carried elevators with a small cut-out for rudder movement. The latter, mounted on a very narrow fin, was rectangular and extended to the bottom of the fuselage.
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Unlike the Bakcyl, no forward sweep was necessary because the weight of the engine moved the centre of gravity rearwards to the passenger's seat, allowing the Pelikan to be flown with that seat occupied or empty, so the central section of the wing was rectangular in plan and the long tips straight-tapered on both leading and trailing edges. As on the Bakcyl, ailerons were on the outer sections and spoilers inboard, just behind the spars. The wings were braced from the lower fuselage with a single, faired strut to the spar on each side. Forward of the wing the two aircraft were similar but the pod of the Pelikan ended ahead of the trailing edge of the wing.
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For research into Tricycle undercarriages D.W.L. converted the prototype RWD 9 to the RWD 20 fitting a 130 hp Walter Major engine, steerable noseleg, moving the main undercarriage legs rearwards, and removing the rear seats door and windows which were faired over with plywood. Extensive testing was carried out with take-offs, landings and taxiing on different surfaces including unprepared fields as well as ploughed land. Conversion was completed in 1938 and the flight trials proved the stability and manoeuvrability of the tri- cycle undercarriage during extensive taxiing trials, (landings and take-offs were carried out with the nosewheel steering locked). The fate of the RWD 20 is unknown but it did not survive WWII.
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Wing bracing on the first two NN 2s built was wire, running from the lower fuselage longeron and from a steel cabane, welded onto the upper longeron, over the wing centre section. The wires were replaced on the final version, the NN 2bis, by an inverted V-strut from the spar to the lower fuselage on each side. Both versions of the NN 2 had steel tube fuselages, tapering rearwards in depth, but the girders differed in the webs that connected their upper and lower chords or longerons. On the first two examples these consisted of vertical members assisted by wire bracing but the NN 2 instead used a form of Warren girder, with diagonal members.
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The wings had almost constant chord, tapering in plan only slightly and carrying long ailerons. A 40 hp (30 kW) four-cylinder water-cooled Carden-Ford engine lay buried in each wing immediately behind the box spar, driving a small two- bladed propeller via a gearbox, which increased the output speed by 10%, and a shaft to the trailing edge. These shafts were horizontal in flight, and so emerged above the wing surface on the way rearwards, contained in a shallow cowling. Radiators were mounted inside the wing, next to the engine, the cooling air ducted from under the front of the wing and exited via slots in the rear of the cowling.
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Because their hinges were unswept, the sweep of the trailing edges produced triangular plan surfaces, broadest at the tips. In addition to the revised bracing, the wingspan of the György II was reduced from the of the György I to by the removal of two ribs from each of the outer panels. The György I's ply covered fuselage, built around circular frames,was deepest under the wing and tapered rearwards. In the György I, the pilot had an open cockpit at mid-chord but this was moved forward of the leading edge on the György II. A rubber-sprung landing skid ran from the nose to under the wing at mid-chord.
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The forward pod was built around two plywood, semi- circular, transverse frames mounted parallel to each other under the wing on a box-section beam which projected forward to the nose. This carried the two side-by-side seats, provided with dual controls, in an enclosed cockpit under a generously glazed, centrally hinged two-part canopy. It also mounted, on its underside, a semi-recessed monowheel, placed under the trailing edge on production aircraft (it was further forward on the prototype) with a short, rubber sprung landing skid ahead of it. From the aft of the beam a metal tube strut reached upwards and rearwards to support the boom that formed the rear fuselage.
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"Rem Ulanov's memories" It was believed that putting a high-speed 12-cylinder engine with a working displacement of almost 40 liters perpendicular to the direction of travel would cause problems, including breaking the connecting rods. It was believed that decreasing the displacement of the engine compartment for the purpose of enlarging the fighting compartment was unnecessary and that moving the turret rearwards would limit the elevation angle of the main gun. However, it turned out that even though rotating the engine complicated the transmission by introducing an additional reduction gear - gear-train and fan drive, it also solved many problems. The cover of the engine and transmission compartment turned along with the radiator; this allowed easier access to the engine, transmission and batteries.
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The solid block of propellant is broken up to increase the ignition surface area and ignites, accelerating the bullet out of the barrel. # As the projectile is accelerating up the barrel, recoil forces drive the barrel, magazine, chamber and operating mechanism rearwards within the weapon, dissipating energy for single shot and fully automatic modes but allowing burst mode to deliver three projectiles downrange before buffering occurs. # Gas tapped off from the barrel rotates the chamber and actuates the loading mechanism then rotating the chamber back to the vertical original position until it is lined up with the feed mechanism and the process repeats. A conventional assault rifle has approximately eight steps in its cycle: # Battery: bolt group pushes round from magazine into chamber.
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The central third of the span is a rectangular panel, within which a diagonal sub spar runs rearwards from the main spar, with additional ply covering ahead of it. Originally there were no control surfaces on this inner panel, though in 1941 airbrakes were added across the junction between inner and outer panels, mounted behind the main spar. The outer panels taper strongly with sweep on both edges, ending in elliptical tips; the broad ailerons, which occupy about half the span and, at their inboard ends, about half the chord, are also tapered though less strongly than the wing. All the Schlesierland variants had a ply covered fuselage; most were hexagonal in cross-section, though that of the 1931 ESG 31B had a rounded, streamlined form.
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The wide track undercarriage was of split axle type, with main legs sloping forward from the wheels to the upper fuselage longerons and with a pair of bracing struts rearwards to the keel. The undercarriage was completed with a tailskid. The first prototype, later known as the Redwing I flew under the power of a 75 hp (56 kW) A.B.C. Hornet flat four air-cooled engine, but trials during the summer of 1930 suggested a different powerplant. As a result, the second Redwing flew with an 80 hp (60 kW) Armstrong Siddeley Genet IIA five cylinder radial, becoming known as the Redwing II. The next eight aircraft were also built as Redwing IIs, but the last two produced began as Redwing IIIs.
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In World War II the Lufbery was still used by many countries, generally as a last resort measure for poorly trained pilots of less advanced air forces – for instance, Japanese kamikaze pilots. Faster allied aircraft resulted in the more maneuverable Zero also resorting to the tactic to lure opponents into a turning contest in which the Zero could prevail. This tactic was also used by German Messerschmitt Bf 110 fighters, which had a rearwards-firing dorsal gun position, and British Boulton Paul Defiant fighters, with dorsal turrets, during the Battle of Britain. Lundstrom, in chronicling the operational history of US carrier-based activities in the Pacific from Pearl Harbor through the Battle of Midway, provides an extensive discussion of fighter tactics of the time.
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Ailerons extended Immediately outboard of the flaps, almost to the wing tips. The wings met the top of the fuselage, with the pilot's head between them and behind the line of the outer leading edge, so at the centre the wings were thinned and tapered on the leading edge to improve his view. Originally his cockpit was open, but as it was only 6 ft (1.83 m) behind the propeller it was very draughty and was eventually glazed in, with entry via an opening upper panel and extending rearwards above the wing. On each side a pair of parallel, cranked lift struts joined the lower fuselage to about mid- span, reinforced by struts from the crank-point to the upper fuselage.
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Willys was contracted that month for both a T13 and a T14 Gun Motor Carriage, based on the Willys MA – one firing forward, and one rearwards, like the earlier Bantams. In reality, two models of rearward firing T14 were built, based on Willys MBs, one slat grille in late 1941, and one or more stamped grilles, by January 1942. Although the Willys T14 was actually found to be the best of several 37mm tank destroyers tested by the U.S. Army, the Tank Destroyer Battalion had by that time standardized the Dodge ton M6 GMC. Willys MT-TUG, -ton 6x6 Tractor / "Super- Jeep" — picture from TM10-1513 manual supplement. Nevertheless, the QMC and Willys kept developing the ton 6x6, in various versions, as the "Super-Jeep".
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Each of the two crew members were to be provided with a pair of LCD multi-functional displays in addition to the Helmet-Integrated Display and Sight System (HIDSS). For the light attack role, the RAH-66 was to be furnished with various armaments. It was equipped with a single chin-mounted 20 mm three-barrel XM301 rotary cannon, which could be pointed rearwards and retracted under a fairing when not in use to decrease the helicopter's radar cross-section. In addition, the RAH-66 was capable of internally carrying a maximum of six AGM-114 Hellfire air-to-ground missiles or up to twelve AIM-92 Stinger air-to-air missiles, which would be evenly divided between a pair of retractable weapons pylons.
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This allows the spreading of the engine braking effect to all four wheels and tyres. The Torsen-based quattro-equipped vehicle is able to execute a more stable high-speed turn under deceleration, with less risk of losing control due to loss of grip in the front or rear axles. This configuration of the quattro system, however, does have some limitations: # With placement of the engine and transmission assembly in a fore/aft position (longitudinally), the front axle is placed rearwards behind the engine, which leads to the criticism of some Audi vehicles as being nose heavy, though the system still leads to better weight distributions than transverse mounted engine packages as in Mitsubishis and similar cars. This allows for a better weight distribution of 55:45 (F:R).
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It featured a reverse-flow design; air from the compressor was fed rearwards into the combustion chambers, then back towards the front of the engine, then finally reversing again into the turbine. This design reduced the length of the engine, and the length of the drive shaft connecting the compressor and turbine, thus reducing weight. In January 1940, the Ministry placed a contract with the Gloster Aircraft Company for a simple aircraft specifically to flight-test the W.1, the Gloster E.28/39. They also placed a second engine contract, this time for a larger design that developed into the otherwise similar W.2. In February work started on a third design, the W.1A, which was the size of the W.1 but used the W.2's mechanical layout.
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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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Usually, a 7.92 mm MG 81 machine gun in a flexible mount was positioned in the upper starboard side of the cockpit nose glazing for defense against frontal attacks. The undernose, inverted-casemate Bola gondola (a common ventral armament fitment on many German bombers), which was the full width of the fuselage where it emerged from under the nose and centered under the forward cabin, usually had a flexibly mounted, drum-fed 20 mm MG FF cannon at the front end as added forward defense and a flexibly mounted MG 81 machine gun in the rear, for the initial He 177 A-1. An MG 151 cannon replaced the forward MG FF cannon in later production models, with an MG 131 usually replacing the MG 81, for rearwards ventral defense.
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Black and grey contrasting interior leathers, along with "quattro" embossed into the Recaro seats, together with a "1 of 250" exclusive quattro gear shift knob for the manual- only gearbox define the interior changes and act as a subtle reminder of the exclusivity that the limited numbers command. On the mechanical side, the S4 25quattro was the second Audi, after the B7 RS4 to be fitted with the latest Torsen T-3 asymmetric ATB centre differential for its quattro permanent four- wheel drive system. Under normal grip conditions, this is set with a default rearwards torque distribution bias of 40:60 front to rear, and a maximum of 100% torque can automatically be apportioned to the rear axle (and up to 80% to the front) as conditions warrant. The final drive ratios are 3.889.
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For several years Airtrainer production ceased, although the type remained nominally available for orders. In 1991, in an attempt to win a lucrative United States Air Force contract, two new developments of the CT/4 airframe were flown—the CT/4C turboprop and the CT/4E with a 300 hp piston engine, a three-bladed propellor, 100 mm longer fuselage and wing attachments moved rearwards. Neither attracted production orders at the time but, in 1998, CT/4E production commenced with orders for the Royal New Zealand Air Force for 13 and Royal Thai Air Force for 16. Both nations used the CT/4E to replace their earlier model CT/4A and B. A CT/4B of the RNZAF in the late 1980s The CT/4 proved to be an agile and capable military training aircraft.
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Forward of the single spar the wing was covered with a stressed metal skin, forming a torsion box. Behind the spar it was fabric-covered, the trailing edge carrying flaps inboard, from the wing fillet out to the ailerons, though the centre section was metal-skinned throughout. The leading edge carried slats in three sections to form slots across the whole span when extended.Flight p417 The inboard pair were opened when the flaps were lowered and the outer slots were automatic, with interceptors connected to the ailerons for lateral control at high angles of attack. Behind the radial Bristol Pegasus IM3 engine, producing 650 hp (485 kW) and enclosed in a Townend ring, the semi-monocoque, corrugated-skinned fuselage grew in diameter to the pilot's midwing cockpit then remaining constant rearwards to the gunner's position.
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It was a single-engined pusher, of similar layout to the pre-war Sopwith Bat Boat, but considerably larger, with a wooden hull featuring a single step, and the tail surfaces carried on tailbooms above and behind the hull. The aircraft's two-bay biplane wings folded rearwards for storage. The crew of two sat in tandem open cockpits, with a planned armament of up to three Lewis guns on pillar mountings, while bombs could be carried below the lower wings.Hare 1990, pp. 193–194.Bruce 1957, pp. 387–388. The first prototype, powered by a 230 hp (172 kW) RAF 3 V12 engine driving a four-bladed propeller was completed at Farnborough late in 1917, being sent to Hamble near Southampton for final assembly and initial flight testing on 25 December.Bruce 1957, pp. 388–389.
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This innovation dispensed with external torpedo bulges which would otherwise have reduced the speed of the ships due to drag. The armour scheme was of the "all or nothing" principle; areas were either well protected, from the front of "A" barbette rearwards to the after 6-inch turrets, or were not protected at all, disposing of the multiple intermediate thickness of armour seen in older designs. For the first time a British battleship had a single, thick armoured deck to protect against plunging shells and aircraft-launched bombs, with armour over the stern, both on top of the 0.5 in (12.7 mm) deck plating. The main turrets had Non-cemented (NC) armour on the faces, on the sides, on the roof and on the rear with around the barbettes.
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The semi-reclining seat is in a comfortable cockpit enclosed by a two-part canopy, the front part fixed and the rear hinged to open rearwards for entry/exit. After modifications to remove restrictions on the prototypes and improvements required after flight testing, production of the SZD-41A and SZD-41B Jantar Standard commenced, continuing till 1978 when 159 had been built, many of which were exported worldwide. In common with many SZD products, the aircraft was delivered with a full range of basic instruments from Polish suppliers, which led to the famous punch-line: "There I was, 50ft, inverted, nothing on the clock but the makers' name, and that was in (expletive redacted) Polish" used in Gliding Club Bars throughout the world to humourise recovery from perilous situations.
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Artem Mikoyan was asked by the Soviet government, principally by the government's TsAGI aviation research department, to develop a test-bed aircraft to research the swept wing idea — the result was the late 1945-flown, unusual MiG-8 Utka pusher canard layout aircraft, with its rearwards-located wings being swept back for this type of research. When applied to the jet-powered MiG-15, its maximum speed of outclassed the straight-winged American jets and piston-engined fighters first deployed to Korea. The American Operation Paperclip reached Braunschweig on May 7 and discovered a number of swept wing models and a mass of technical data from the wind tunnels. One member of the US team was George S. Schairer, who was at that time working at the Boeing company.
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Sticker on the rear window of a procon-ten equipped Audi procon-ten (lower case initial "p") (an acronym for Programmed Contraction-Tension) is a proprietary Safety Restraint System (SRS), used by German car manufacturer Audi from 1986 until the mid-1990s. Audi was one of the last German manufacturers to employ airbags in their cars, mainly due to the high reliability and cost-effectiveness of the technology they trademarked as "procon-ten". The procon-ten system used thick cables, similar to winch cables, running around the rear of the engine, and linked to it. In the event of a frontal impact, the force and momentum of the impact would shift the engine rearwards, tensioning and 'pulling' the cables, which were in turn connected to the steering column and seat belt mounts.
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In November 1985, the RAE issued an assessment of HOTOL's study proposal; the organisation believe that HOTOL would take up to 20 years to develop, rather than the 12-year timetable that had been envisioned by industry. The RAE also projected that the project would have an estimated total cost of £5 billion (as of its value in 1985), £750 million of which would be required in a six-year definition phase and an estimated £25 million in a pre-definition feasibility study. During development, it was found that the comparatively heavy rear-mounted engine moved the centre of mass of the vehicle rearwards. This meant that the vehicle had to be designed to push the centre of drag as far rearward as possible to ensure stability during the entire flight regime.
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The A7 Sportback Black Edition is a version of the A7 (excluding 3.0 TDI (), S7) for the UK market. It includes 21-inch rotor-design alloy wheels with a dark titanium finish with further lowered S line sports suspension, black grille and number plate surrounds and the window frame strips, and by privacy glass extending from the B-pillar rearwards; Piano Black inlays, sports seats upholstered in black Valcona leather, black headlining, BOSE audio system with DAB radio and AMI from SE specification and above, S line equipment package (satellite navigation, light and rain sensors, Xenon all-weather headlights and LED rear lights, Audi drive select adaptive dynamics system, Audi parking system plus, keyless go), powered tailgate operation, electrically adjustable front seats and a powered retractable rear spoiler. Sales began in November 2012, with deliveries began in early 2013.
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The standard stock found on the Galil is a rough-copy of the FN-FAL Paratrooper stock, with modifications for simpler production and ease of use. Unlike the FAL folding stock, the Galil uses no locking button and is operated entirely by a pin and spring pivoting mechanism; to fold the stock, the "L" bracket on the stock portion is pressed down to where the spring is fully compressed and the entire stock is allowed to pivot on the buttstock hinge. The same operation is done for unfolding to the stock to the open-position. The bracket and knuckle assemblies feature camming surfaces that allow the emergency unfolding of the stock by simply pulling the buttstock rearwards, however this should generally be avoided as it will wear down the mechanism rapidly over time, and lead to the stock wobbling in both positions.
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A short, simple, cruciform cross-section beam ran back to the empennage, appearing in elevation like a fine boom but from above seen to begin with almost the width of the wing centre section, narrowing rearwards. The tail surfaces were conventional and followed the design of some earlier Bonomi types; the vertical tail was straight tapered and straight angle tipped, with a small fin and large, balanced rudder which extended down to the keel. There was only enough fixed horizontal surface, mounted at the vertical centre of the tail beam, to act as a mounting for the balanced elevators which were shaped similarly to the rudder, though shorter and with a cut-out for rudder movement. A diagram shows a version of the Bertina II with a fuselage extending conventionally ahead of the wing, though always beneath it.
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The three- door Paceman concept was announced in January 2011 at the Detroit Auto Show, Mini's 10th anniversary in the US market. Designed by Gert Hildebrand, it was based on the recently launched Countryman, with a similar interior, and range of options and drivetrains, including the ALL4 permanent all-wheel drive system. From the screen rearwards, the Paceman features an entirely new exterior borrowing design features of the 2009 Mini Coupe Concept and is 4110mm long. The concept car was shown with the most powerful engine in the Mini range: the John Cooper Works 1.6-litre twin-scroll turbocharged engine, with 211 hp and maximum torque of 260 Nm, with an overboost maximum of 280 Nm. Production was mooted to commence in 2012, and Mini's marketing materials referred to it as the first "Sports Activity Coupe".
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In 1960 the US Army settled for a rotary wing platform. The YT63-A-3 first flew in a variant of the Bell 47 helicopter in 1961. A modified version of the engine (YT63-A-5) with the exhaust pointing upwards (to avoid grass fires) soon followed. This version, rated at 250 hp, passed the Model Qualification Test in September 1962. Incidentally, the Hughes OH-6 design was selected for the US Army LOH platform in May 1965, Allison adopted a reverse-airflow engine configuration for the Model 250: although air enters the intake/compression system in the conventional fashion, the compressed air leaving the centrifugal compressor diffuser is ported rearwards via two transfer pipes, which go around the outside of the turbine system, before the air is turned through 180 degrees at entry to the combustor.
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Insufficient lubrication caused disintegration of the connecting rod bearings, which sometimes resulted in conrods bursting through either one of the component engine crankcases and puncturing oil tanks. The oil would then spill on to the often-overheated central exhaust pipe collector. The tightly packed nature of the "power system" engine installations on the He 177 A, with the extreme rearwards location of the component engines in their nacelles, also led to poor maintenance access as well as very poor ventilation. As a result of these factors, in addition to a lack of routine maintenance in the field, the DB 606 powerplants frequently caught fire in flight. The mechanical coupling of two engines proved to be difficult to perfect and led to numerous engine complications with the service test He 177 A-0 and initial production A-1 models.
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In early 1942, tests on a new and improved, completely glazed cockpit for the Do 217 series had been underway at the Hamburger Schiffbauanstalt (Hamburg Shipbuilding Institute). E-2s were fitted with a new streamlined "stepless cockpit" following its conceptual debut in January 1938 for the He 111P, as this design philosophy became the standard for almost all German bombers later in World War II, which eliminated the separate windscreen panels for the pilot of earlier versions of the Do 217. The lower nose of the K-version also retained the Bola inverted-casemate gondola for a rearwards-aimed ventral defensive armament emplacement, with its forward end fully incorporated with the new nose glazing design. The testing for this new well-framed cockpit glazing format for the later models of the Do 217, was carried out at the Shipbuilding Institute in Hamburg.
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For the first time flaps (of the split type) were fitted. The wing remained wooden but a steel framed, fabric covered fuselage was used and the fin and elevator were similarly constructed. The new fuselage construction allowed the E.117 to have cabin doors for the first time, as well as a more generous interior. It had cantilever undercarriage legs, with wheels in fairings and a tailwheel in place of the skid used by most of the E.114s and E.115, though one of the only two E.117s built flew for a time with a tricycle undercarriage, its mainlegs moved rearwards and with a faired nosewheel assembly. The E.214, which appeared in about 1936 or 1937 was essentially an E.114 with a 56 kW (75 hp) Pobjoy R seven-cylinder radial engine.
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To comply with the new regulations Lorraine Hanriot re-designed and converted the LH.130 to be powered by a Gnome-Rhône 9 Kbrs Mistral supercharged engine, designated LH.131-01. A semi-enclosed cockpit was also introduced along with other improvements; such as increased control surface area and an attempt at boundary layer control in the region of the cockpit; using small holes in the skin to allow turbulent air to be drawn into the fuselage. After failing to compete in the 1933 Coupe Michelin, Lorraine Hanriot developed the LH.131 further by adding a retractable undercarriage. The main gear folded rearwards into nacelles under the wings, similar to the Seversky P-35, unfortunately this was manually actuated which required considerable effort from the pilot and was also a distraction at a critical stage in flight.
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Winchester 2004, p. 146. Standard Ju 88 main landing gear installation, from the V6 prototype onwards The first five prototypes had conventionally-operating dual-strut leg rearwards-retracting main gear, but starting with the V6 prototype, a main gear design debuted that twisted the new, single-leg main gear strut through 90° during the retraction sequence, much like that of the American Curtiss P-40 Warhawk fighter. This feature allowed the main wheels to end up above the lower end of the strut when fully retracted and was adopted as standard for all future production Ju 88s, and only minimally modified for the later Ju 188 and 388 developments of it. These single-leg landing gear struts also made use of stacks of conical Belleville washers inside them as their main form of suspension for takeoffs and landings.
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It became slender aft. The side-by-side cockpit was set slightly into the wing leading edge and a baggage space or third seat was placed in the trailing edge. On the water, lateral stability was provided by fixed, flat bottomed floats mounted on the wing at mid-span on pairs of parallel struts. The wheeled undercarriage of the amphibian attracted contemporary notice for its neatness: the mainwheel legs were enclosed in fairings, rotated through about 180° rearwards then upwards along the fuselage sides, positioning the retracted wheels in the wing roots. The first SM.80 was originally powered by a 112 kW (150 hp) six cylinder inline engine Alfa-Romeo built Colombo S.63 engine, mounted centrally well above the wing on a parallel pair of forward leaning N-form struts, supplemented by a transverse V-shaped bracing.
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At take-off, since the intake area was dimensioned for cruise, an auxiliary inlet was required to meet the higher engine flow. Distortion of the flow at the engine face also had to be addressed leading to an aerodynamic cascade with the auxiliary door. Forces from the internal airflow on the intake structure are rearwards (drag) on the initial converging section, where the supersonic deceleration takes place, and forwards on the diverging duct where subsonic deceleration takes place up to the engine entry. The sum of the 2 forces at cruise gave the 63% thrust contribution from the intake part of the propulsion system In order to achieve the necessary accuracy in the control of the intake ramp and spill positioning, it was found necessary to use a digital signal processor in the Air Intake Control Units.
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It had a significant decrease in the length of the engine compartment allowed the turret to be moved rearwards, which in turn moved its rotation axis and the center of mass to the center of the hull, increased the accuracy of the main gun and decreased a chance that the turret could get stuck after getting hit in the turret ring with a projectile that ricocheted. The thickness of the frontal armor protection more than doubled without disturbing the center of mass or drastically increasing the weight of the tank. T-44-122 prototype during comparative trials against captured German Panther The T-44A officially entered service with the Red Army on 23 November 1944 but the production started in October."armoured.vif2.ru" The original plans were that the factory would produce 300 T-44As a month.
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The 1.5m × 1,25m × 3.94m cabin had a sliding door to port flight deck forward of the cabin and fuel tanks underfloor filled using a pressure refueling nozzle on the port side. A short boom at the rear of the cabin had a central fin and twin toed-in fins at the ends of the tailplane mainly for use during auto- rotation. The undercarriage consisted of two noncastoring mainwheels with sprag brakes attached to the fuselage by parallel 'V' struts with a single angled shock absorber to dissipate landing loads, and two castoring nosewheels on straight shock absorbing legs attached directly to the fuselage either side of the cockpit which folded rearwards to reduce interference with the RADAR, all wheels were fitted with emergency rapid inflation flotation collars. Flying controls all act on the co-axial rotors with pitch, roll and collective similar to a conventional single rotor helicopter.
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Winchester had already embarked on a program to reduce the production costs of the entry-level Model 60, resulting in the new Model 67, and the design of a similar lower-priced target rifle was a logical next step. As with the Model 60 from which they were derived, the cocking piece at the rear of the bolt had to be manually drawn rearwards to cock the action after closing the bolt, but the new rifles featured a wing-style safety with more easily visible "SAFE" and "FIRE" indications. The front sight of the Model 68 was a Model 97A with a removable sheetmetal hood and the rear sight was a Model 96A, featuring a removable disc, which had a smaller aperture better suited for target shooting. With the insert removed, the sight was less accurate but offered more light — making it better for small game hunting and informal plinking.
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Upper and lower wings were braced together with conventional N-form interplane struts but in addition a long steel tube strut, larger in diameter than the others, ran in the plane of the forward spars from the top of the interplane strut down to the lower spar just outboard of the root. As well as replacing flying wires, this strut supported the leading edge of the lower wing when the wings were disconnected from the root and folded back alongside the fuselage, hinging on the rear spars. The wing root was strengthened by an inverted V-strut from its spars to the upper fuselage longeron. The upper centre section was formed by an aerofoil section fuel tank, held over the upper fuselage by three pairs of struts, the forward-most leaning rearwards to the forward spar and the others, in parallel, outwards to the rear spars.
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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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An He 177 undergoing engine maintenance or overhaul - note the second cylinder's exposed exhaust stub being even with the leading edge, an indication of the rearwards location of the "power systems". The tendency of the twin-crankcase, -apiece DB 606 "power system" engines to catch fire became increasingly serious as the test programme progressed, and many of the He 177 A-0 series of pre-production prototypes were destroyed in accidents or engine related incidents. The DB 606 engine had first been introduced on the Heinkel He 119 and later used on other aircraft such as the Messerschmitt Me 261 where they functioned as intended, but the extremely tight cowlings on the He 177 A led to considerable problems, the most common being in-flight engine fires and engine overheating. There were several reasons for the flammability of the DB 606 engine as installed in the Greif engine nacelles.
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Due to intense competition for entry-level single-shot rifle buyers, Winchester embarked on a program in the early 1930s to reduce the production costs of the entry-level Model 60, which was itself a reduced-cost version of the earlier Model 1904. As with the Model 60 from which it was derived, the cocking piece at the rear of the bolt had to be manually drawn rearwards to cock the action after closing the bolt, but the design was improved to incorporate a wing-style safety. The Model 60 had a similar rotating safety but those Model 60 guns having the "SAFE" and "FIRE" indications were read through oblong holes in the bolt; the wing safety made the safe/fire condition more readily apparent from a distance. The rotating, winged style safety was similar in operation to that found on the then- standard military rifle, the M1903 Springfield.
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After the end of the Second World War and as the Cold War started, the Royal Navy found itself with a shortage of fast anti-submarine escorts capable of dealing with modern Soviet diesel-electric submarines, with existing sloops and frigates too slow. At the same time, the relatively recent War Emergency destroyers, with their low-angle guns and basic fire control systems, were considered unsuitable for modern warfare, so it was decided to convert these obsolete destroyers into fast escorts, acting as a stop-gap solution until new-build ships, such as the Type 12 frigates could be built in sufficient numbers. The Type 15 frigate was a rebuild of War Emergency destroyers into 'first-rate' anti-submarine ships, with similar anti-submarine equipment as the new frigates. The ships' superstructure and armament was removed, with the ships' forecastle extended rearwards and a new, low but full width superstructure fitted.
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After the end of the Second World War and as the Cold War started, the Royal Navy found itself with a shortage of fast anti-submarine escorts capable of dealing with modern Soviet diesel- electric submarines, with existing sloops and frigates too slow. At the same time, the relatively recent War Emergency destroyers, with their low-angle guns and basic fire control systems, were considered unsuitable for modern warfare, so it was decided to convert these obsolete destroyers into fast escorts, acting as a stop-gap solution until new-build ships, such as the Type 12 frigates could be built in sufficient numbers. The Type 15 frigate was a rebuild of War Emergency destroyers into 'first-rate' anti-submarine ships, with similar anti-submarine equipment as the new frigates. The ships' superstructure and armament was removed, with the ships' forecastle extended rearwards and a new, low but full width superstructure fitted.
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After the end of the Second World War and as the Cold War started, the Royal Navy found itself with a shortage of fast anti-submarine escorts capable of dealing with modern Soviet diesel-electric submarines, with existing sloops and frigates too slow. At the same time, the relatively recent War Emergency destroyers, with their low-angle guns and basic fire control systems, were considered unsuitable for modern warfare, so it was decided to convert these obsolete destroyers into fast escorts, acting as a stop-gap solution until new-build ships, such as the Type 12 frigates could be built in sufficient numbers. The Type 15 frigate was a rebuild of War Emergency destroyers into 'first-rate' anti-submarine ships, with similar anti-submarine equipment as the new frigates. The ships' superstructure and armament was removed, with the ships' forecastle extended rearwards and a new, low but full width superstructure fitted.
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The bolt release or lever release action is a hybrid repeating action that uses the physical manipulation of a bolt release lever/button to complete the cartridge chambering process. However, unlike the lever action (which demands the shooter's hand to actually provide the force needed for cycling the action), bolt release firearms eject the used cartridge automatically without involving the lever, usually via blowback or gas operation, and often uses a spring-assisted mechanism to chamber the next round. However, after moving rearwards the bolt is stopped by a bolt catch and will not move back into battery position and chamber the new round, until the user manually disengage the catch by depressing a release lever/button. Due to the fact that the action cannot complete its loading cycle without manual input from the user, it is technically a manually operated action rather than a self-loading one.
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The Beaver was designed to operate in all seasons and the majority of weather conditions; a large proportion were also equipped with floats for buoyancy in water; it reportedly possesses favourable performance characteristics for a floatplane. As a result of its favourable characteristics as a hard working and productive aircraft, the Beaver has had a lengthy service life and many examples have been remanufactured or have otherwise received life extension modifications. The Beaver is typically powered by a single Pratt & Whitney R-985 Wasp Junior radial engine. In order to provide the necessary weight balance for optimal loading flexibility, the engine was mounted as far rearwards as possible, resulting in elements intruding into the cockpit space, such as the oil tank being positioned within the center console between the pilot and copilot's feet and the main fuel tank within the forward belly of the aircraft, which also improves accessibility for replenishment.
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The cabin had two wide side doors, sliding rearwards, being an improvement over the Mi-1, in which its automobile door could not be opened in flight and had to be removed for some purposes. Unchanged were: the engine, transmission and rotor, the fuselage boom and the landing gear (only early machines had different front wheel suspension). On contrary to the Mi-1, a headlight was movable. The prototype flew first on 18 November 1959. It appeared successful and a limited production started in 1960. Its take-off characteristics and performance were slightly worse, than of Mi-1/SM-1 – one of the reasons was an unsuitable carburetor intake, but it was improved only on some helicopters.Skowroński (2009), p. 15 Only 86 helicopters were produced, in four series, differing in details, plus three prototypesBudniak, Karol. Produkcja seryjna, "Aeroplan" Nr. 5-6(122-123)/2013, p. 16-21 (in Polish) (some sources say 91 or 85Mikołajczuk, pp.94–90).
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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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Bo- shuriken were constructed from a wide variety of everyday items, and as such came in many shapes and sizes. Some derived their names from the materials of which they were made, such as kugi-gata (nail form), hari-gata (needle form) and tantō-gata (knife form); some were named after an object of similar appearance, such as hoko-gata (spear form), matsuba-gata (pine-needle form); while others have names that are purely descriptive, such as kankyuto (piercing tool form), kunai-gata (utility tool form), or teppan (plate metal) and biao (pin). The bo-shuriken is thrown in a number of ways, such as overhead, underarm, sideways and rearwards, but in each case the throw involves the blade sliding out of the hand through the fingers in a smooth, controlled flight. The major throwing methods are the jiki da-ho (direct-hit method), and the han-ten da-ho (turning-hit method).
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This restored Bristol Blenheim Mk.I's nose echoes the intended shape for the He 277 Amerikabomber forward cockpit design, which also incorporated an upper cockpit glazing layout resembling the design for the Avro Lancaster. The general arrangement Typenblatt drawings that Heinkel's firm was developing for the He 277 by mid-1943Heinkel engineering department's He 277 general arrangement 3-view drawing for the nosewheel version show an advanced design of heavy bomber, with a 133 square meter area (1,431.6 sq. ft.) "shoulder mount", 40 meter (131 ft 3 in) span wing design, four separate BMW 801E powerplants of 1,471 kW (2,000 PS, 1,973 hp) output each at take-off, with each engine turning a propeller of up to four meters in diameter. The undercarriage options considered for the design included either a fully retracting conventional or nosewheel landing gear, with main gear assemblies that possessed twinned main wheels on each unit, retracting forward (for the nosewheel version, rearwards for a conventional gear arrangement) into the inner engine nacelles.
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Animation of a 2-spool, high-bypass turbofan Schematic diagram of a high- bypass turbofan engine Rolls-Royce Trent 1000 turbofan powering a Boeing 787 Dreamliner testflight Engine Alliance GP7000 turbofan (view from the rear) awaiting installation on an Airbus A380 under construction The turbofan or fanjet is a type of airbreathing jet engine that is widely used in aircraft propulsion. The word "turbofan" is a portmanteau of "turbine" and "fan": the turbo portion refers to a gas turbine engine which achieves mechanical energy from combustion, and the fan, a ducted fan that uses the mechanical energy from the gas turbine to accelerate air rearwards. Thus, whereas all the air taken in by a turbojet passes through the turbine (through the combustion chamber), in a turbofan some of that air bypasses the turbine. A turbofan thus can be thought of as a turbojet being used to drive a ducted fan, with both of these contributing to the thrust.
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The rearmost canopy transparencies, on either side of the pilot's seat, had large oval holes in them but the Karakán was one of the first gliders with enclosed seating. Drag from the wing/fuselage junction troubled designers of the day and Lippisch mounted the wings of the Wien from a parallel sided pylon rising rather abruptly from the fuselage; Rotter extended the upper fuselage frames smoothly inwards then outwards into a stub wing, with a span about the same as the maximum fuselage width, to ease the transition from fuselage to wing. The fuselages of both designs became slender rearwards, the Wien's more than the Karakán; sections through the latter's fuselage were more biconvex or almond shaped than the Wien's oval, making it narrower. The Wien and the Karakán had very similar vertical tails, with balanced rudders, large and rounded apart from a straight underside to avoid the ground, mounted on small, short fins.
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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 Heinkel firm's previous experience with designing flightworthy, retractable tricycle undercarriage-equipped airframes extended as far back as late 1939 with the Heinkel He 280 jet fighter prototype, and further strengthened with the unexpectedly successful Heinkel He 219A night fighter, which also used a tricycle undercarriage. The main crew accommodation of the He 277 consisted of a heavily glazed and "greenhouse"-framed clear view "stepless" cockpit, a common feature of many late-war German bomber airframes and new designs. Immediately aft of the heavily glazed nose, the cockpit glazing over the crew seating and pilot accommodation-enclosing upper section that was blended with the nose glazing's contours, protruding above the 277's forward dorsal fuselage decking level, with a rearward extension atop the fuselage that faired-in the forward upper dorsal turret's forward surface, extending rearwards to just forward of the inner engine cowls. The fuselage outlines themselves were deep, and almost slab-sided in cross-section, with its general sideview profile lines being strongly reminiscent of the smaller He 219 night fighter.
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The DB-70 was a very large, all metal aircraft built, like all Dyle et Bacalan aircraft, largely of duralumin. As on the 1926 DB-10, the centre section of the wing of the DB-70 was extremely thick and twice the chord of the outer wings, with a chord/thickness ratio of about 25%. The layout of the two designs was different, though; the otherwise conventionally laid-out DB-10 had thick wings inboard of its two engines, whereas the DB-70 was built around its thick centre section with twin fuselages, developed from it rearwards, carrying the empennage. The centre section also mounted the three 450 kW (600 hp) Hispano- Suiza water-cooled inline engines and the pilots' cockpit and enclosed the passenger accommodation. The 9.25 m span wide (30 ft) centre section, the structural core of the DB-70, was based on four steel transverse spars, separated vertically by 2.30 m (7 ft 6 in), horizontally by 1.95 m (6 ft 5 in) and cross-braced into six frames, forming five transverse bays.
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Mock-up of the vehicle at Paris Air Show 2007 The Airbus Defence and Space Spaceplane, also called EADS Astrium TBN according to some sources,Radio interview of French ESA astronaut Jean-François Clervoy, during the show of Jacques Pradel on Europe 1, June 21, 2007 is a suborbital spaceplane concept for carrying space tourists, proposed by EADS Astrium (currently Airbus Defence and Space), the space subsidiary of the European consortium EADS (currently Airbus). A full-size mockup was officially unveiled in Paris, France, on June 13, 2007, and is now on display in the Concorde hall of the Musée de l'Air et de l'Espace. The project is the first space tourism entry by a major aerospace contractor. It is a rocket plane with a large wingspan, straight rearwards wing and a pair of canards.Astrium dévoile son projet d'avion-fusée Le Figaro, June 14, 2007, Page 18 Propulsion is ensured by classical turbofan jet engines for the atmospheric phaseSpace jet’s turbofans can cope with vacuum says EADS Rob Coppinger Flightglobal.
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All versions of the car came with DOHC engines, five-speed gearboxes, rack and pinion steering, fully independent suspension using MacPherson struts, both front and rear, with disc brakes on all four wheels. The front-wheel-drive models were available in a number of engine capacities ranging from 1.3 L to 2.0 L. Breathing was provided by a single Weber carburettor until fuel injection was introduced on late two litre HPE and Coupe models.Brian Long, Lancia Beta, A Collector's Guide (1991) As with a number of previous front-wheel drive-Lancia models, the engine and gearbox were mounted on a subframe that bolted to the underside of the body. However, in the Beta the engine and manual gearbox were fitted transversely in-line. This Fiat-inspired configuration not only enabled neat engine bay packaging, but also, by tilting the engine 20 degrees rearwards, the Lancia engineers achieved improved weight transfer over the driven wheels and towards the centre of the car, as well as lowering the centre of gravity.
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Map showing the capture of Finschhafen After the landing, the Australians began establishing a beachhead several kilometres deep, during which significant actions were fought around Siki Cove and Katika. Late in the day, a large Japanese air raid struck the Allied fleet off shore, but this was eventually defeated by a strong US fighter umbrella that was forewarned by Allied picket ships. The following day, 23 September, the 20th Brigade's drive on Finschhafen began, with two battalions commencing the advance south – the 2/13th and 2/15th supported by the 2/12th Field Regiment as well as engineers from the 2/3rd Field Company – while the 2/17th was split up, with two companies advancing as part of the brigade's reserve, while another remained to secure the beachhead from a Japanese attack and push it further to the north, and the fourth pushed towards Sattelberg. The 2/3rd Pioneer Battalion remained in the beachhead, working to improve roads, while the 2/8th Field Ambulance set up a main dressing station, which would receive casualties as they were evacuated rearwards from the advanced dressing station that was following the battalions advancing south.
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As the slide continues rearward, a claw extractor pulls the spent casing from the firing chamber and an ejector strikes the rear of the case, pivoting it out and away from the pistol through the ejection port. The slide stops its rearward motion then, and is propelled forward again by the recoil spring to strip a fresh cartridge from the magazine and feed it into the firing chamber. At the forward end of its travel, the slide locks into the barrel and is ready to fire again. However, if the fired round was the last round in the magazine, the slide will lock in the rearward position, which notifies the shooter to reload by ejecting the empty magazine and inserting a loaded magazine, and facilitates (by being rearwards) reloading the chamber, which is accomplished by either pulling the slide back slightly and releasing, or by pushing down on the slide stop, which releases the slide to move forward under spring pressure, strip a fresh cartridge from the magazine and feed it into the firing chamber. There are no fasteners of any type in the 1911 design, excepting the grip screws.
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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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If the bolt had stopped at the mouth of the chamber as in a simple blowback gun, this momentum would have been neutralized; instead thanks to the continuous movement the momentum acts to counter the propellant gases and slow the rearward travel of cartridge and bolt. Synergistically with this, a second advantage of this unusual arrangement is that after firing the bolt and case have a short, but significant, distance to travel rearwards before the bolt-end re-emerges and the case in turn begins to leave the chamber; and this in combination with the deceleration provides sufficient time for gas pressure to drop to the necessary safe level. This system permits blowback to be used in far more powerful weapons than normal. Nevertheless, compared to guns with a locking mechanism a fairly heavy bolt must be employed; while to give this heavy bolt sufficient forward speed, a large spring is required (and Oerlikons, distinctively, have this component wrapped around their barrels.) These features will limit the rate of fire of such guns, unless other steps are taken—as in the final model of the Japanese 99 Mark 2.
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In early 1937, one of these latter aircraft was flown with its piston engine shut down during flight, at which time it was propelled by rocket power alone. At the same time, Hellmuth Walter's experiments into Hydrogen peroxide monopropellant- based rockets were leading towards light and simple rockets that appeared well-suited for aircraft installation, although at the price of considerable danger and limited duration. The He 176 was built to utilise one of the new Walter engines. It was a tiny, simple aircraft, built almost entirely out of wood, but did possess an advanced, totally enclosed cockpit, with a frameless single-piece clear nose, through which the pilot's rudder pedal mounts were visible, and the landing gear was a combination of conventional and tricycle gear designs, with the main gear's struts intended to retract rearwards into the fuselage, with a fixed, aerodynamically faired nose wheel and strut, a clumsy plexiglas bubble installed after the pilot entered the plane as described by Warsitz and shown, barely, in the one take off photograph, which cockpit was built around Warsitz's frame, and a retractable tail wheel.
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One major advantage of the trijet design is that the wings can be located further aft on the fuselage, compared to twinjets and quadjets with all wing-mounted engines, allowing main cabin exit and entry doors to be more centrally located for quicker boarding and deplaning, ensuring shorter turnaround times. The rear-mounted engine and wings shift the aircraft's center of gravity rearwards, improving fuel efficiency, although this will also make the plane slightly less stable and more difficult to handle during takeoff and landing. (The McDonnell Douglas DC-9 twinjet and its derivatives, whose engines are mounted on pylons near the rear empennage, have similar advantages/disadvantages of the trijet design, such as the wings located further aft and a more rearward center of gravity.) Trijets are more efficient and cheaper than four-engine aircraft, as the engines are the most expensive part of the plane and having more engines consumes more fuel, particularly if quadjets and trijets share engines of similar power, making the trijet configuration more suited to a mid-size airliner compared to larger quadjets. However, higher purchase prices, primarily due to the difficulty and complexity of mounting the third engine through the tail, will somewhat negate this advantage.
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The main differences were a modified nose area that was much shorter and located over the center of gravity, an internal bomb bay, an all-new wing designed for higher cruise speeds and a highly advanced remote-control defensive armament system that gave the gunner a far wider field of fire. On paper, the Me 210's performance was impressive: It could reach 620 km/h (390 mph) on two 1,350 PS (1,330 hp, 990 kW) Daimler-Benz DB 601F engines, making it about 80 km/h (50 mph) faster than the Bf 110, and nearly as fast as single-engine fighters of that era. The Me 210's main landing gear followed some of the design philosophies that had resulted from the main change in the earlier Ju 88's main landing gear design, where each main gear had a single gear strut that twisted through 90° during retraction, to bring the main gear wheel resting atop the lower end of the main strut when retracted rearwards into the wing. Unlike the Ju 88, however, the Me 210's main gear wheels were inboard of the main gear struts when fully extended, whereas the Ju 88's were outboard of the struts.
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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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In 1915 an air-cooled version was created for use as a fixed aircraft gun, designated the lMG 08 (or LMG 08, traditionally with a lower case "L"). Eliminating water cooling saved a great deal of weight, but the water jacket was a crucial component of the gun, as it held the bushing which supported the muzzle end of the barrel and allowed it to recoil. Thus, the water jacket structure was retained, but was heavily perforated to allow cooling air-flow to reach the barrel, leaving more open space than metal. This much-lightened structure, resulting from just over 50% of the jacket's circumferential sheetmetal removed for its cooling slots; was strong enough to support the barrel, but not enough to handle the powerful forward counter-force created when the expanding gases in a muzzle brake forced the barrel rearwards. Thus, early versions of the lMG 08 deleted the muzzle booster, although later versions of the lMG 08, and its replacement, the lightened-receiver LMG 08/15 model which reduced the cooling barrel's diameter to just 92.5 mm, changed to a less- heavily perforated barrel shroud which could handle a muzzle booster, as it was realized that with the airflow over an aircraft-mounted machine gun, the fifty-percent-plus amount originally removed had been excessive.
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