Most people are familiar with the Standard Configu Essay Example For Students

Most people are familiar with the Standard Configu Essay ration, the most common airplane design. However, recent revelations in both military and general aviation have shown at least a slight movement toward different arrangements of an airplanes lift and control surfaces. These variations in aircraft structure include the canard configuration and the flying wing. First, we must understand the basic principles of flight before any different configurations of lift surfaces can be discussed. In order for any object to gain lift, it must have a force pushing it upwards which is greater than its weight. This force, called lift, results from the differing pressures on the upper and lower surfaces of the wing. The air that hits the leading edge of the wing separates. Part goes over the wing, and part travels underneath it. The top of the wing curves, or is cambered, causing the air passing over the top of the wing to go faster than the air passing under the wing. The lower surface of the wing is relatively flat, so air travels at, or near, its normal speed. Bernoullis Law says that as the speed of gas or fluid increases its pressure decreases (Pappas 2). Therefore, there is a greater air pressure under the wing than there is above the wing. This greater pressure under the wing pushes the plane up. When this force exceeds the pull of gravity on the aircraft, flight is achieved. Two other forces affect an aircrafts movement through the air: thrust and drag. Thrust is the force provided by an aircrafts power plant which pushes or pulls it forward through the air. Drag, which counteracts thrust, is the force of wind resistance against the aircraft. It is supplemented by various appendages on the aircraft, such as the wings, stabilizers, and the fuselage. The less drag there is on an aircraft, the faster and more economically it can fly. Drag can be reduced by eliminating items which disrupt airflow. The wing, horizontal stabilizer and vertical stabilizer of an aircraft have, at their trailing edges, control surfaces which change the direction of flight by altering the lift characteristics of the surface which house them. The flaps, which are designed to increase the lift of the wings on take-off and landing, are lowered. The increased camber of the upper surface causes the air flowing across the wings upper surface to move even faster, decreasing the air pressure on the upper surface. This increases the force on the bottom of the wing and increases the lift. The ailerons, which control the rolling motion of the plane, shift in opposite directions. When the airplane is to turn to the right, the aileron on the left wing lowers, increasing the lift on that wing. At the same time, the aileron on the right wing is raised, which creates an opposite-lift effect, and the aircraft rolls to the right. The opposite is true for a left turn. The rudder works similarly: to yaw to the right, t he rudder swings right, creating a greater pressure on the right side of the vertical stabilizer. This causes the tail of the plane to shift to the left, and the plane pivots about the vertical axis, pointing the nose right. The opposite is true for left yaw. Elevators, which control the pitch of the plane, work differently for each configuration. They will be discussed separately. Today, the Standard Configuration is the most prevalent design of personal, commercial and military airplanes. The main wing is located about a third- or half-way from the nose of the aircraft, close to the center of gravity, and serves as the lateral axis. The empennage at the tail of the plane consists of the horizontal stabilizer and the vertical stabilizer. The horizontal stabilizer provides lateral stability and houses the elevator, which controls the pitch of the aircraft. In the Standard Configuration, because the horizontal stabilizer and the elevator are aft of the lateral axis. A downward motion of the elevator increases the lift of the airplanes tail. As the tail rises, the plane pivots on the lateral axis, and the nose points downward. An upward motion of the elevator decreases the lift of the tail, pushing it downward. The aircraft pivots in the opposite direction, causing the plane to climb. The vertical stabilizer gives longitudinal stability and houses the rudder, which controls the aircrafts bearing, or yaw. The Standard Configuration is the most common and most popular design because a relatively small and light surface can be made to provide control and stability over a fairly wide range of centers of gravity, with economy of effort and a fairly modest penalty in weight (Stinton 389). The Canard Configuration, a second arrangement of aircraft lift and stabilizing surfaces, is named for the canard, or forward-wing, which is the basis of its design. Confucianism EssayThe flying wing functions much like a conventional aircraft. Two moving surfaces at each trailing edge for lateral and longitudinal control and landing flaps are located beneath the center section (Wooldridge 45). Longitudinal stability isachieved by building decalage into the wing. That is, portions lying ahead of the center of gravity (CG) have a larger angle of incidence than trailing portions. Because the flying wing design is used most in military aircraft, an important question to address is: Why is the Flying Wing design attractive for military Stealth aircraft? The fact that all components are contained within a streamlined surface contributes to a successful Stealth Aircraft. There are no appendages to reflect radar beams, and the engines are recessed within the wing with small openings. This lessens the heat produced and escapes infrared sensors. These attributes, combined with radar-absorbing materials help planes such as the B-2 Stealth Bomber escape radar and infrared detection at any altitude. This paper discusses differences between three airfoil configurations. The Standard Configuration has a main wing and its empennage aft. The Canard Configuration adds or replaces the empennage with a forward-wing. This airfoil reduces parasite drag by adding lift. This additional lift and reduced drag makes a canard aircraft hard or impossible to stall. The Flying Wing is a large self-contained wing, containing everything necessary for controlled flight within a streamlined surface. BibliographyHallion, Richard P. The Epic of Flight: Designers and Test Pilots. Alexandria: Time-Life Books, Inc. 1983. Rollo, Vera Foster, PhD. Burt Rutan: Reinventing the Airplane. Lanham, MD: Maryland Historical Press. 1991. Schefter, Jim. Hot New ShapesPassenger Planes That Will Revolutionize Aviation. pp. 74-77, 143. Popular Science. June, 1984. Schefter, Jim. X-31: How Theyre Inventing a Radical NewWay to Fly. pp 58-64. Popular Science. February, 1989. Wooldridge, E. T. Flying Wing. pp 58-64. Aviation Heritage. November, 1991. The Design of the AeroplaneHallion, Richard P. The Epic of Flight: Designers and Test Pilots. Alexandria: Time-Life Books, Inc. 1983. Rollo, Vera Foster, PhD. Burt Rutan: Reinventing the Airplane. Lanham, MD: Maryland Historical Press. 1991. Schefter, Jim. Hot New ShapesPassenger Planes That Will Revolutionize Aviation. pp. 74-77, 143. Popular Science. June, 1984. Schefter, Jim. X-31: How Theyre Inventing a Radical NewWay to Fly. pp 58-64. Popular Science. February, 1989. Wooldridge, E. T. Flying Wing. pp 58-64. Aviation Heritage. November, 1991. The Design of the AeroplaneHallion, Richard P. The Epic of Flight: Designers and Test Pilots. Alexandria: Time-Life Books, Inc. 1983. Rollo, Vera Foster, PhD. Burt Rutan: Reinventing the Airplane. Lanham, MD: Maryland Historical Press. 1991. Schefter, Jim. Hot New ShapesPassenger Planes That Will Revolutionize Aviation. pp. 74-77, 143. Popular Science. June, 1984. Schefter, Jim. X-31: How Theyre Inventing a Radical NewWay to Fly. pp 58-64. Popular Science. February, 1989. Wooldridge, E. T. Flying Wing. pp 58-64. Aviation Heritage. November, 1991. The Design of the AeroplaneHallion, Richard P. The Epic of Flight: Designers and Test Pilots. Alexandria: Time-Life Books, Inc. 1983. Rollo, Vera Foster, PhD. Burt Rutan: Reinventing the Airplane. Lanham, MD: Maryland Historical Press. 1991. Schefter, Jim. Hot New ShapesPassenger Planes That Will Revolutionize Aviation. pp. 74-77, 143. Popular Science. June, 1984. Schefter, Jim. X-31: How Theyre Inventing a Radical NewWay to Fly. pp 58-64. Popular Science. February, 1989. Wooldridge, E. T. Flying Wing. pp 58-64. Aviation Heritage. November, 1991. The Design of the AeroplaneHallion, Richard P. The Epic of Flight: Designers and Test Pilots. Alexandria: Time-Life Books, Inc. 1983. Rollo, Vera Foster, PhD. Burt Rutan: Reinventing the Airplane. Lanham, MD: Maryland Historical Press. 1991. Schefter, Jim. Hot New ShapesPassenger Planes That Will Revolutionize Aviation. pp. 74-77, 143. Popular Science. June, 1984. Schefter, Jim. X-31: How Theyre Inventing a Radical NewWay to Fly. pp 58-64. Popular Science. February, 1989. Wooldridge, E. T. Flying Wing. pp 58-64. Aviation Heritage. November, 1991. The Design of the AeroplaneHallion, Richard P. The Epic of Flight: Designers and Test Pilots. Alexandria: Time-Life Books, Inc. 1983. Rollo, Vera Foster, PhD. Burt Rutan: Reinventing the Airplane. Lanham, MD: Maryland Historical Press. 1991. Schefter, Jim. Hot New ShapesPassenger Planes That Will Revolutionize Aviation. pp. 74-77, 143. Popular Science. June, 1984. Schefter, Jim. X-31: How Theyre Inventing a Radical NewWay to Fly. pp 58-64. Popular Science. February, 1989. Wooldridge, E. T. Flying Wing. pp 58-64. Aviation Heritage. November, 1991. The Design of the AeroplaneHallion, Richard P. The Epic of Flight: Designers and Test Pilots. Alexandria: Time-Life Books, Inc. 1983. Rollo, Vera Foster, PhD. Burt Rutan: Reinventing the Airplane. Lanham, MD: Maryland Historical Press. 1991. Schefter, Jim. Hot New ShapesPassenger Planes That Will Revolutionize Aviation. pp. 74-77, 143. Popular Science. June, 1984. Schefter, Jim. X-31: How Theyre Inventing a Radical NewWay to Fly. pp 58-64. Popular Science. February, 1989. Wooldridge, E. T. Flying Wing. pp 58-64. Aviation Heritage. November, 1991.