Approximate neutral point of a subsonic canard aircraft

An approximate formula is derived for the position of the neutral point in canard aircraft. This formula accounts for the aerodynamic interference between the wing (rear wing) and the canard (forward wing). Topics covered include determination of the canard downwash derivative, determination of the canard and wing liftslopes including the aerodynamic interference, and calculation of the neutral point position

Modifications héréditaires de caractères morphologiques du Canard Pékin obtenues par injection d’acide désoxyribonudéique de Canard Khaki Campbell. Présentation d’un film. Discussion de l’expérience.

Benoit J. Modifications héréditaires de caractères morphologiques du canard Pékin obtenues par injection d’acide désoxyribonucléique de canard Khaki Campbell. Présentation d’un film. Discussion de l’expérience. In: Bulletin de l'Académie Vétérinaire de France tome 122 n°9, 1969. pp. 913-921

W.J. Thomas Mitchell, Picture Theory : Essays on verbal and Visual Representation

W. J. Thomas Mitchell, Picture Theory : Essays on Verbal and Visual Representation

Missile rolling tail brake torque system

Apparatus for simulating varying levels of friction in the bearings of a free rolling tail afterbody on a canard-controlled missile to determine friction effects on aerodynamic control characteristics is described. A ring located between the missile body and the afterbody is utilized in a servo system to create varying levels of friction between the missile body and the afterbody to simulate bearing friction

Bernard LE PERU (2007): Catalogue et répartition des araignées de France

Buchbesprechung: Bernard Le Peru, 2007, Catalogue et répartition des araignées de France, J-C Ledoux, 468 p. Michael J. Roberts, 199

Variable sweep wing aircraft Patent

Variable aspect ratio and variable sweep delta wing planforms for supersonic aircraf

A design procedure for the handling qualities optimization of the X-29A aircraft

A design technique for handling qualities improvement was developed for the X-29A aircraft. As with any new aircraft, the X-29A control law designers were presented with a relatively high degree of uncertainty in their mathematical models. The presence of uncertainties, and the high level of static instability of the X-29A caused the control law designers to stress stability and robustness over handling qualities. During flight test, the mathematical models of the vehicle were validated or corrected to match the vehicle dynamic behavior. The updated models were then used to fine tune the control system to provide fighter-like handling characteristics. A design methodology was developed which works within the existing control system architecture to provide improved handling qualities and acceptable stability with a minimum of cost in both implementation as well as software verification and validation

Free wing assembly for an aircraft

A free wing is attached to a fuselage of an aircraft in a manner such that the wing is free to pivot about a spanwise axis forward of its aerodynamic center. The wing is angularly displaced about the axis by aerodynamic pitching moments, resulting from lift, and is trimmed through a use of a trimmable free stabilizer comprising a floating canard mounted on a strut rigidly connected to the wing and projected forward from it

Project summary

California Polytechnic State University's design project for the 1990-91 school year was the design of a close air support aircraft. There were eight design groups that participated and were given requests for proposals. These proposals contained mission specifications, particular performance and payload requirements, as well as the main design drivers. The mission specifications called for a single pilot weighing 225 lb with equipment. The design mission profile consisted of the following: (1) warm-up, taxi, take off, and accelerate to cruise speed; (2) dash at sea level at 500 knots to a point 250 nmi from take off; (3) combat phase, requiring two combat passes at 450 knots that each consist of a 360 deg turn and an energy increase of 4000 ft. - at each pass, half of air-to-surface ordnance is released; (4) dash at sea level at 500 knots 250 nmi back to base; and (5) land with 20 min of reserve fuel. The request for proposal also specified the following performance requirements with 50 percent internal fuel and standard stores: (1) the aircraft must be able to accelerate from Mach 0.3 to 0.5 at sea level in less than 20 sec; (2) required turn rates are 4.5 sustained g at 450 knots at sea level; (3) the aircraft must have a reattack time of 25 sec or less (reattack time was defined as the time between the first and second weapon drops); (4) the aircraft is allowed a maximum take off and landing ground roll of 2000 ft. The payload requirements were 20 Mk 82 general-purpose free-fall bombs and racks; 1 GAU-8A 30-mm cannon with 1350 rounds; and 2 AIM-9L Sidewinder missiles and racks. The main design drivers expressed in the request for proposal were that the aircraft should be survivable and maintainable. It must be able to operate in remote areas with little or no maintenance. Simplicity was considered the most important factor in achieving the former goal. In addition, the aircraft must be low cost both in acquisition and operation. The summaries of the aircraft configurations developed by the eight groups are presented

A Progress Report on the Canadian Bill of Rights

When the Parliament of Canada enacted the Canadian Bill of Rights\u27 in 1960 it injected fresh authority into the judicial power of interpretation of federal laws. The process of interpretation of the Bill ofRights itself has been difficult for a judiciary trained to accept law as given and to take for granted the great creative periods and personalities of English law without regard to the fact that much if not most of the civil liberties tradition in English (and therefore Canadian) law was triggered by declaratory statutes like Magna Carta and the English Bill ofRights. The decade and a half of existence of the Canadian Bill of Rights has seen the important questions of interpretation go before the Supreme Court of Canada. A survey of where we have come along the path of a Canadian human rights jurisprudence, the reasons for the direction taken, and the possibilities for the future may be useful at this time