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71-646: The project, funded by Boeing, to produce the Boeing Model 248 began in September 1931, with the US Army Air Corps supplying the engines and the instruments. The open cockpit, fixed landing gear, externally braced wing design was the last such design procured by the USAAC as a fighter. The Model 248 had a high landing speed, which caused a number of accidents. To remedy this, flaps were fitted to reduce

142-559: A Nagasaki airfield belonging to Mitsubishi Heavy Industries and landing at Haneda Airport on the outskirts of Tokyo . The G3M first saw combat in Japan's expansionist campaigns on the Chinese mainland in what became known as the " Second Sino-Japanese War ", where the G3M was able to exploit its long-range capability when, during August–November 1937, the 1. Rengo Kōkūtai (a special unit)

213-516: A heavy payload, it lacked any form of defensive armour or self-sealing fuel tanks . This trait was maintained in the G3M's successor the G4M. The vulnerability of these bombers to fighters and surface gunfire earned them the unofficial nickname of "one shot lighter" or "the flying lighter" by Allied fighter pilots. The G3M has its origins in a specification submitted to the Mitsubishi company from

284-609: A live-fire test of a rotor blade with individual blade control technology in January 2016. The live fire experiments explored the ballistic vulnerability of blade control technologies. Researchers fired three shots representative of typical ground fire on a 7-foot-span, 10-inch-chord rotor blade section with a 4-foot-long CTEF at ARL's Airbase Experimental Facility. Mitsubishi G3M The Mitsubishi G3M ( 九六式陸上攻撃機 , Kyūroku-shiki rikujō kōgeki-ki , as Type 96 land-based attack aircraft " Rikko "; Allied reporting name " Nell ")

355-491: A long-range torpedo bomber against Allied naval fleets, the G3M frequently operated with other G3M units in massive "wave" formation. Use of these large formations eliminated the need for singular high-precision bombing attacks. Later the Nakajima Company redesigned the G3M into the improved G3M3 (Model 23) with more powerful engines and increased fuel capacity. This version was manufactured only by Nakajima, being

426-434: A similar amount of lift to be generated at a lower airspeed (V). Thus, flaps are extensively in use for short takeoffs and landings ( STOL ). Extending the flaps also increases the drag coefficient of the aircraft. Therefore, for any given weight and airspeed, flaps increase the drag force. Flaps increase the drag coefficient of an aircraft due to higher induced drag caused by the distorted spanwise lift distribution on

497-749: A solo kill over an A5M on 12 October 1937 over Nanking while in his Boeing 281. By December 1941, U.S. fighter strength in the Philippines included 28 P-26s, 12 of which were operational with the 6th Pursuit Squadron of the Philippine Army Air Corps. Captain Jesús A. Villamor and his squadron of P-26s engaged Japanese Mitsubishi A6M Zeros above Zablan and Batangas Fields and, despite being outclassed, Villamor and his squadron claimed four kills, one Mitsubishi G3M bomber and three Zeros, two by Villamor himself. For these actions, Villamor

568-461: A split flaps acts much like a spoiler, adding significantly to drag coefficient. It also adds a little to lift coefficient. It was invented by Orville Wright and James M. H. Jacobs in 1920, but only became common in the 1930s and was then quickly superseded. The Douglas DC-1 (progenitor to the DC-3 and C-47) was one of the first of many aircraft types to use split flaps. A gap between the flap and

639-462: A useful side effect of flap deployment is a decrease in aircraft pitch angle which lowers the nose thereby improving the pilot's view of the runway over the nose of the aircraft during landing. There are many different designs of flaps, with the specific choice depending on the size, speed and complexity of the aircraft on which they are to be used, as well as the era in which the aircraft was designed. Plain flaps, slotted flaps , and Fowler flaps are

710-459: Is generally believed to devolve from the long forward-facing tubular gunsight at the pilot's position, reminiscent of the toy blowpipe called a peashooter . According to aviation enthusiast Robert Guttman, though, the nickname is supposedly derived from the blast tubes of its two internally mounted machine guns (blast tubes being metal tubes which surround and extend forward from fighter machine gun barrels, to prevent structural or mechanical damage to

781-546: Is required in the continuous, single-slotted flap. Interference in the go-around case while the flaps are still fully deployed can cause increased drag which must not compromise the climb gradient. The rear portion of airfoil rotates downwards on a simple hinge mounted at the front of the flap. The Royal Aircraft Factory and National Physical Laboratory in the United Kingdom tested flaps in 1913 and 1914, but these were never installed in an actual aircraft. In 1916,

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852-455: Is specific to each type of aircraft, and the manufacturer will suggest limits and may indicate the reduction in climb rate to be expected. The Cessna 172S Pilot Operating Handbook recommends 10° of flaps on takeoff, when the ground is soft or it is a short runway, otherwise 0 degrees is used. Flaps may be fully extended for landing to give the aircraft a lower stall speed so the approach to landing can be flown more slowly, which also allows

923-550: The Genzan Kōkūtai provided important support during the attack on HMS  Prince of Wales and Repulse (Force Z) near the Malayan coast. Prince of Wales and Repulse were the first two capital ships ever sunk exclusively by an air attack while at sea during war. The attack on Darwin , Australia on 19 February 1942, by 188 Japanese aircraft, included 27 G3Ms of the 1. Kōkūtai (1st Air Group) based at Ambon , in

994-590: The 37th Pursuit Group (28th, 30th, and 31st PS) which flew them until they were replaced by P-40s in May 1941. Some continued service with the 32d Pursuit Group (51st and 53rd PS), but only nine P-26s remained operational in Central America at the start of World War II, although seven P-26As remained on strength with the Sixth Air Force as late as May 1943. P-26As were also flown by the 3d PS of

1065-563: The 4th Composite Group , based in the Philippines. Between 1937 and 1941, 31 were sold to the fledgling Philippine Army Air Corps . The first example to see combat was a Model 281 sent to Spain before the outbreak of the Spanish Civil War . It was operated by the Spanish Republican Air Force , but no kills were made with it before it was shot down on October 21, 1936. On 15 August 1937, eight 281s from

1136-534: The Battle of Shanghai and Nanjing . The attacking G3M bombers and escorting fighters were often engaged by Curtiss Hawk III and Boeing P-26/281 fighters of the Chinese Air Force early on in the war. Later, from bases in occupied Chinese territories, it took part in the strategic carpet bombing of the Chinese heartland, its combat range being sufficient for the great distances involved. Most notably, it

1207-553: The Chinese Nationalist Air Force 3rd Pursuit Group, 17th Squadron, based at Chuyung airfield , engaged eight of twenty Mitsubishi G3M Nell medium bombers from the Kisarazu Air Group attacking Nanking. Four of the Chinese fighters shot down three of the fourteen Japanese bombers destroyed that day without suffering any losses, while Chinese Hawk IIs , Hawk IIIs and Fiat CR.32s claimed

1278-572: The Chitose Kōkūtai on the first day of the war, with both civilian and US Navy infrastructure being heavily damaged on the ground. Other G3Ms of Chitose Kōkūtai , based in Kwajalein Atoll , attacked US Navy and civilian installations on Howland Island in the same period. The G3M was famous for taking part, along with the more advanced Mitsubishi G4M "Betty", in the sinking of two British capital ships on 10 December 1941. Nells from

1349-566: The Dutch East Indies . G3Ms attacked alongside 27 Mitsubishi G4M "Betty" bombers. These bombers followed an 81-strong first wave of Mitsubishi A6M Zero fighters, Aichi D3A dive bombers and Nakajima B5N torpedo bombers. G3Ms of the 701 Air Group put two torpedoes into heavy cruiser USS  Chicago on January 29, 1943 during the Battle of Rennell Island , paving the way for her sinking by further torpedoes dropped by G4M bombers

1420-574: The Fairey Aviation Company made a number of improvements to a Sopwith Baby they were rebuilding, including their Patent Camber Changing Gear, making the Fairey Hamble Baby as they renamed it, the first aircraft to fly with flaps. These were full span plain flaps which incorporated ailerons, making it also the first instance of flaperons. Fairey were not alone however, as Breguet soon incorporated automatic flaps into

1491-692: The Imperial Japanese Navy requesting a bomber aircraft with a range unprecedented at the time. This principally stemmed from Admiral Isoroku Yamamoto 's influence in the Naval High Commission. The bomber was to have the capacity to accommodate an aerial torpedo capable of sinking an armoured battleship . The speed requirement submitted by the naval department was again also unprecedented , not only in Japanese but also in international bomber aviation, where in relation to

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1562-500: The Northrop P-61 Black Widow . The leading edge of the flap is mounted on a track, while a point at mid chord on the flap is connected via an arm to a pivot just above the track. When the flap's leading edge moves aft along the track, the triangle formed by the track, the shaft and the surface of the flap (fixed at the pivot) gets narrower and deeper, forcing the flap down. A hinged flap which folds out from under

1633-463: The Royal Navy battleship HMS  Prince of Wales and battlecruiser HMS  Repulse , the first time capital ships actively defending themselves were sunk solely by air power while in the open sea. G4Ms and G3Ms also sunk the heavy cruiser USS Chicago in an air attack during the Battle of Rennell Island . In order to maintain the speed and high-altitude performance of the G3M with

1704-680: The Second World War , and flight trials started, the first production aircraft with blown flaps was not until the 1957 Lockheed T2V SeaStar . Upper Surface Blowing was used on the Boeing YC-14 in 1976. Also known as the FlexFoil . A modern interpretation of wing warping, internal mechanical actuators bend a lattice that changes the airfoil shape. It may have a flexible gap seal at the transition between fixed and flexible airfoils. A type of aircraft control surface that combines

1775-725: The Spanish Air Force (one aircraft) and the Republic of China Air Force (eleven aircraft) ordered examples of the Boeing Model 281 , an export version comparable to the P-26C, in 1936. The "Peashooter", as it was known by service pilots, was faster than previous American combat aircraft. Nonetheless, rapid progress in aviation led to it quickly becoming an anachronism, with wire-braced wings, fixed landing gear and an open cockpit. The cantilever -wing Dewoitine D.500 flew

1846-615: The Takao Kōkūtai were deployed from Formosa in the opening of the Battle of the Philippines . On 8 December 1941, (7 December across the International Date Line ), G3Ms from the Mihoro Kōkūtai struck Singapore from bases in occupied French Indochina as one of many air raids during the Battle of Singapore , resulting in thousands of British and Asian civilians dead. Wake Island was similarly bombed by G3Ms from

1917-480: The angle of attack on the outboard half. This is beneficial because it increases the margin above the stall of the outboard half, maintaining aileron effectiveness and reducing the likelihood of asymmetric stall, and spinning . The ideal lift distribution across a wing is elliptical, and extending partial-span flaps causes a significant departure from the elliptical. This increases lift-induced drag which can be beneficial during approach and landing because it allows

1988-429: The 1937 Lockheed Super Electra , and remains in widespread use on modern aircraft, often with multiple slots. A slotted plain flap fixed below the trailing edge of the wing, and rotating about its forward edge. When not in use, it has more drag than other types, but is more effective at creating additional lift than a plain or split flap, while retaining their mechanical simplicity. Invented by Otto Mader at Junkers in

2059-406: The G3M's high speed – was considered sufficient against any form of ship-based AA guns or carrier-based fighters. The lightweight structure and complete lack of defensive machine guns and the additional crew necessary to operate them (features in the early prototype design) were considered essential to maintain the speed and high-altitude performance of the G3M with a heavy payload. Even after

2130-523: The P-26 were the: Between 1938 and 1940, P-26s were assigned overseas to supplement Seversky P-35s in two defense units based at Wheeler Field , Territory of Hawaii : The 17th PG became the 17th Attack Group in 1935, and its P-26s were transferred in 1938 to the 16th Pursuit Group (24th, 29th, and 78th PS) at Albrook Field in the Panama Canal Zone . These P-26s were transferred in 1940 to

2201-623: The United States government delivered to Guatemala as "Boeing PT-26A" trainers to circumvent restrictions on sales of fighters to Latin American countries. The P-26's last combat operation was with the Guatemalan Air Force during a 1954 coup d'état . The final pair of P-26s still flying in military service in the world would be replaced with North American P-51 Mustangs two years later in 1956. Although Boeing produced

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2272-511: The aircraft from the firing of the machine guns). Flap (aircraft) A flap is a high-lift device used to reduce the stalling speed of an aircraft wing at a given weight. Flaps are usually mounted on the wing trailing edges of a fixed-wing aircraft . Flaps are used to reduce the take-off distance and the landing distance. Flaps also cause an increase in drag so they are retracted when not needed. The flaps installed on most aircraft are partial-span flaps; spanwise from near

2343-418: The aircraft to descend at a steeper angle. Extending the wing flaps increases the camber or curvature of the wing, raising the maximum lift coefficient or the upper limit to the lift a wing can generate. This allows the aircraft to generate the required lift at a lower speed, reducing the minimum speed (known as stall speed) at which the aircraft will safely maintain flight. For most aircraft configurations,

2414-425: The aircraft to land in a shorter distance. The higher lift and drag associated with fully extended flaps allows a steeper and slower approach to the landing site, but imposes handling difficulties in aircraft with very low wing loading (i.e. having little weight and a large wing area). Winds across the line of flight, known as crosswinds , cause the windward side of the aircraft to generate more lift and drag, causing

2485-451: The aircraft to roll, yaw and pitch off its intended flight path, and as a result many light aircraft land with reduced flap settings in crosswinds. Furthermore, once the aircraft is on the ground, the flaps may decrease the effectiveness of the brakes since the wing is still generating lift and preventing the entire weight of the aircraft from resting on the tires, thus increasing stopping distance, particularly in wet or icy conditions. Usually,

2556-611: The envisaged Japanese battlegrounds of China and the Pacific, the bomber would need to not only cover long distances, but necessarily have exceptional speed to strike distant targets with a minimum attack time. Thus the G3M was an embodiment of Japanese military aircraft design in the brief period leading to the Pacific War , with powerful offensive armament (in this case in the form of bombs and torpedoes) and range and speed emphasised over protection and defensive capabilities. The G3M

2627-651: The equivalent of a conventional airfoil. The principle was discovered in the 1930s, but was rarely used and was then forgotten. Late marks of the Supermarine Spitfire used a bead on the trailing edge of the elevators, which functioned in a similar manner. The entire leading edge of the wing rotates downward, effectively increasing camber and also slightly reducing chord. Most commonly found on fighters with very thin wings unsuited to other leading edge high lift devices. A type of Boundary Layer Control System, blown flaps pass engine-generated air or exhaust over

2698-471: The expense of defence that its vulnerability to fighters and ground and surface gunfire earned it the unofficial nickname of "one shot lighter" by Allied fighter pilots. The bombsight used in the G3M was primitive compared to the mechanisms used in the G3M's contemporaries such as the B-17 Flying Fortress and Heinkel He 111 . Aside from the limited precision necessary in its naval role as

2769-419: The extended position, it could be angled up (to a negative angle of incidence) so that the aircraft could be dived vertically without needing excessive trim changes. The Zap flap was invented by Edward F. Zaparka while he was with Berliner/Joyce and tested on a General Airplanes Corporation Aristocrat in 1932 and on other types periodically thereafter, but it saw little use on production aircraft other than on

2840-489: The flaps to increase lift beyond that attainable with mechanical flaps. Types include the original (internally blown flap) which blows compressed air from the engine over the top of the flap, the externally blown flap, which blows engine exhaust over the upper and lower surfaces of the flap, and upper surface blowing which blows engine exhaust over the top of the wing and flap. While testing was done in Britain and Germany before

2911-451: The functions of both flaps and ailerons . As of 2014, U.S. Army Research Laboratory (ARL) researchers at NASA's Langley Research Center developed an active-flap design for helicopter rotor blades. The Continuous Trailing-Edge Flap (CTEF) uses components to change blade camber during flight, eliminating mechanical hinges in order to improve system reliability. Prototypes were constructed for wind-tunnel testing. A team from ARL completed

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2982-416: The greater stresses and most flaps have a maximum speed at which they can be deployed. Control line model aircraft built for precision aerobatics competition usually have a type of maneuvering flap system that moves them in an opposing direction to the elevators, to assist in tightening the radius of a maneuver. Manufactured most often from PH steels and titanium, flap tracks control the flaps located on

3053-478: The initial stage of an aerotow launch and at the end of the landing run in order to maintain better control by the ailerons . Like gliders, some fighters such as the Nakajima Ki-43 also use special flaps to improve maneuverability during air combat, allowing the fighter to create more lift at a given speed, allowing for much tighter turns. The flaps used for this must be designed specifically to handle

3124-550: The landing speed. The Army Air Corps ordered three prototypes, designated XP-936 , which first flew on 20 March 1932. The Boeing XP-936's headrest offered little protection should it overturn on landing, risking injury to the pilot. As a result, production Model 266s ( P-26A s) had a taller headrest installed to provide protection. Two fighters were completed as P-26B s with fuel-injected Pratt & Whitney R-1340-33 engines. These were followed by twenty-three P-26C s, with carburated R-1340-27s and modified fuel systems. Both

3195-531: The last production P-26C aircraft coming off the assembly line in 1936. Ultimately, 22 squadrons flew the Peashooter, with peak service being six squadrons, in 1936. P-26s were the frontline fighters of the USAAC until 1938, when Seversky P-35s and Curtiss P-36s began to replace them. A total of twenty P-26s were lost in accidents between 1934 and America's entry into World War II on 7 December 1941, but only five of them were before 1940. Air Corps units using

3266-590: The late 1920s, they were most often seen on the Junkers Ju 52 and the Junkers Ju 87 Stuka , though the same basic design can also be found on many modern ultralights, like the Denney Kitfox . This type of flap is sometimes referred to as an external-airfoil flap. A type of split flap that slides backward along curved tracks that force the trailing edge downward, increasing chord and camber without affecting trim or requiring any additional mechanisms. It

3337-477: The leading edge of the slotted flap. Any flap that allows air to pass between the wing and the flap is considered a slotted flap. The slotted flap was a result of research at Handley-Page , a variant of the slot that dates from the 1920s, but was not widely used until much later. Some flaps use multiple slots to further boost the effect. A split flap that slides backwards, before hinging downward, thereby increasing first chord, then camber. The flap may form part of

3408-445: The lower wing of their Breguet 14 reconnaissance/bomber in 1917. Owing to the greater efficiency of other flap types, the plain flap is normally only used where simplicity is required. The rear portion of the lower surface of the airfoil hinges downwards from the leading edge of the flap, while the upper surface stays immobile. This can cause large changes in longitudinal trim, pitching the nose either down or up. At full deflection,

3479-512: The modified final prototype, which did include three defensive machine gun emplacements, the G3M kept its lightweight structure and lacked any form of defensive armour or self-sealing fuel tanks , as these were considered to retard speed and altitude. This trait in Japanese bomber and fighter design manifested itself again in its successor, the Mitsubishi G4M , whose design so strongly emphasized fuel and bomb load for long-range strikes at

3550-451: The most common. Krueger flaps are positioned on the leading edge of the wings and are used on many jet airliners. The Fowler, Fairey-Youngman and Gouge types of flap increase the wing area in addition to changing the camber. The larger lifting surface reduces wing loading , hence further reducing the stalling speed. Some flaps are fitted elsewhere. Leading-edge flaps form the wing leading edge and when deployed they rotate down to increase

3621-464: The most rapidly produced in wartime. This version entered service in 1941, and was maintained in service for two years, and later used in 1943 alongside the G3M2 for long-range maritime reconnaissance with radar, due to its excellent long-range performance. Other G3M derivations were the transport versions, G3M-L and L3Y, the latter built by Yokosuka . The G3M flew for first time in 1935, taking off from

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3692-547: The other eleven. Subsequent engagements between the Chinese 281 pilots and Japanese Navy Mitsubishi A5Ms were the first aerial dogfights and kills between all-metal monoplane fighter aircraft. Chinese-American volunteer pilots who joined the Chinese Air Force in the mid-1930s include aces John "Buffalo" Huang and John Wong Pan-yang , both of whom successfully fought the Japanese in the 281. John Wong Pan-yang scored two shared kills over A5Ms on 22 September 1937 and

3763-413: The pilot will raise the flaps as soon as possible to prevent this from occurring. Some gliders not only use flaps when landing, but also in flight to optimize the camber of the wing for the chosen speed. While thermalling , flaps may be partially extended to reduce the stall speed so that the glider can be flown more slowly and thereby reduce the rate of sink, which lets the glider use the rising air of

3834-822: The prototype XF8B in 1944 and the X-32 entry in the Joint Strike Fighter contest in 2000, the P-26 was the last Boeing Company fighter aircraft to enter service until Boeing acquired McDonnell Douglas in 1997 and took over its production and continuing support contracts for the F-15 Eagle and the F/A-18E/F Super Hornet . Data from Aviation-history.com General characteristics Performance Armament Aircraft of comparable role, configuration, and era Related lists ^   Note 1:  The "peashooter" nickname

3905-666: The same year as the P-26 and two years afterwards, the Soviet I-16 with retractable landing gear started flying. By 1935, just three years after the P-26, the Curtiss P-36 , Messerschmitt Bf 109 and Hawker Hurricane were flying, all with enclosed cockpits, retractable landing gear and cantilever wings. However, some P-26s remained in service until after the United States entered World War II in December 1941. Deliveries to USAAC pursuit squadrons began in December 1933 with

3976-407: The thermal more efficiently, and to turn in a smaller circle to make best use of the core of the thermal . At higher speeds a negative flap setting is used to reduce the nose-down pitching moment . This reduces the balancing load required on the horizontal stabilizer , which in turn reduces the trim drag associated with keeping the glider in longitudinal trim. Negative flap may also be used during

4047-497: The trailing edge flaps may be required to minimise interference between the engine flow and deployed flaps. In the absence of an inboard aileron, which provides a gap in many flap installations, a modified flap section may be needed. The thrust gate on the Boeing 757 was provided by a single-slotted flap in between the inboard and outboard double-slotted flaps. The A320 , A330 , A340 and A380 have no inboard aileron. No thrust gate

4118-404: The trailing edge of an aircraft's wings. Extending flaps often run on guide tracks. Where these run outside the wing structure they may be faired in to streamline them and protect them from damage. Some flap track fairings are designed to act as anti-shock bodies , which reduce drag caused by local sonic shock waves where the airflow becomes transonic at high speeds. Thrust gates, or gaps, in

4189-513: The upper surface of the wing, like a plain flap, or it may not, like a split flap, but it must slide rearward before lowering. As a defining feature – distinguishing it from the Gouge Flap – it always provides a slot effect. The flap was invented by Harlan D. Fowler in 1924, and tested by Fred Weick at NACA in 1932. First used on the Martin 146 prototype in 1935, it entered production on

4260-535: The wing camber. The de Havilland DH.88 Comet racer had flaps running beneath the fuselage and forward of the wing trailing edge. Many of the Waco Custom Cabin series biplanes have the flaps at mid- chord on the underside of the top wing. The general airplane lift equation demonstrates these relationships: where: Here, it can be seen that increasing the area (S) and lift coefficient ( C L {\displaystyle C_{L}} ) allow

4331-483: The wing chord, mounted on the high pressure side of the trailing edge of an airfoil. It was named for racing car driver Dan Gurney who rediscovered it in 1971, and has since been used on some helicopters such as the Sikorsky S-76B to correct control problems without having to resort to a major redesign. It boosts the efficiency of even basic theoretical airfoils (made up of a triangle and a circle overlapped) to

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4402-414: The wing forces high pressure air from below the wing over the flap helping the airflow remain attached to the flap, increasing lift compared to a split flap. Additionally, lift across the entire chord of the primary airfoil is greatly increased as the velocity of air leaving its trailing edge is raised, from the typical non-flap 80% of freestream, to that of the higher-speed, lower-pressure air flowing around

4473-408: The wing root to the inboard end of the ailerons . When partial-span flaps are extended they alter the spanwise lift distribution on the wing by causing the inboard half of the wing to supply an increased proportion of the lift, and the outboard half to supply a reduced proportion of the lift. Reducing the proportion of the lift supplied by the outboard half of the wing is accompanied by a reduction in

4544-408: The wing with flaps extended. Some flaps increase the wing area and, for any given speed, this also increases the parasitic drag component of total drag. Depending on the aircraft type, flaps may be partially extended for takeoff . When used during takeoff, flaps trade runway distance for climb rate: using flaps reduces ground roll but also reduces the climb rate. The amount of flap used on takeoff

4615-530: The wing's leading edge while not forming a part of the leading edge of the wing when retracted. This increases the camber and thickness of the wing, which in turn increases lift and drag. This is not the same as a leading edge droop flap, as that is formed from the entire leading edge. Invented by Werner Krüger in 1943 and evaluated in Goettingen, Krueger flaps are found on many modern swept wing airliners. A small fixed perpendicular tab of between 1 and 2% of

4686-584: Was a Japanese bomber and transport aircraft used by the Imperial Japanese Navy Air Service (IJNAS) during World War II . The Yokosuka L3Y (Allied reporting name " Tina "), was a transport variant of the aircraft manufactured by the Yokosuka Naval Air Technical Arsenal . The G3M bomber saw extensive use in the Pacific War . Attacks by G3M and G4M bombers resulted in the sinking of

4757-725: Was awarded the Distinguished Service Cross and an Oak Leaf Cluster . The P-26s were burned to prevent their capture by advancing Imperial Japanese Army forces on 24 December 1941. Nine P-26s remained airworthy with the United States Army Air Forces (as the USAAC had been renamed in June 1941) in the Panama Canal Zone . During 1942–1943, the Fuerza Aérea Guatemalteca (Guatemalan Air Force) acquired seven P-26s, which

4828-776: Was established, operating alongside the Kanoya and Kizarazu Kōkūtai based in Taipei , Formosa , Omura , Kyūshū and Jeju Island . On 14 August of that same year, 42 G3Ms and seven Hiro G2H 1s, escorted by 12 Nakajima A4Ns and 12 Mitsubishi A5Ms of the 2. Rengo Kōkūtai (a unit consisting of the 12th and 13th kōkūtai ), departed from their bases to cross the East China Sea for the bombing of Hangzhou and Kwanteh , and performed, amongst other actions, terror bombing of coastal and inland targets in China, including bombing during

4899-569: Was invented by Arthur Gouge for Short Brothers in 1936 and used on the Short Empire and Sunderland flying boats, which used the very thick Shorts A.D.5 airfoil. Short Brothers may have been the only company to use this type. Drops down (becoming a Junkers Flap) before sliding aft and then rotating up or down. Fairey was one of the few exponents of this design, which was used on the Fairey Firefly and Fairey Barracuda . When in

4970-417: Was involved in the round-the-clock bombing of Chongqing . When the Pacific War erupted with the invasion of Malaya and bombing of Pearl Harbor in December 1941, the G3M was by this time considered to be antiquated, but still three front-line units (the 22nd to 24th koku sentai ) were operating a total of 204 G3M2s in four kōkūtai (naval air corps) in the central Pacific and of these 54 aircraft from

5041-447: Was originally designed without any form of defensive weaponry, with its high-altitude performance being regarded as sufficient to evade enemy anti-aircraft guns and its high speed in combination with the planned high performance Mitsubishi A5M fighter envisaged as an armed escort considered sufficient to counter any enemy fighters. Even in the low-speed, low-level role of torpedo bomber, the superior fighter escort – combined with

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