46-529: (Redirected from W-type ) Type W or W-type may refer to: the Handley Page Type W , a biplane W engine types Renault Type W engine types W-types , in type theory a W-type star a W-type planet in binary star systems a Victorian Railways W type carriage W-type ferrite , a type of ceramic material See also [ edit ] W-class destroyer Topics referred to by
92-407: A given speed, allowing for much tighter turns. The flaps used for this must be designed specifically to handle 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
138-414: 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 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
184-461: 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was invented by Orville Wright and James M. H. Jacobs in 1920, but only became common in the 1930s and was then quickly superseded.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
230-473: 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, 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
276-401: 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 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
322-400: Is different from Wikidata All article disambiguation pages All disambiguation pages Handley Page Type W The Handley Page W.8, W.9 and W.10 were British two- and three-engine medium-range biplane airliners designed and built by Handley Page . The W.8 (also known as the H.P.18) was the company's first purpose-built civil airliner although it was a development of
368-546: 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,
414-574: 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
460-500: 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
506-680: 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
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#1732798571737552-429: 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
598-462: 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 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
644-573: The airflow becomes transonic at high speeds. Thrust gates, or gaps, in 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
690-485: 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 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
736-651: 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
782-419: 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
828-451: 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 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
874-438: 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 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
920-489: 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
966-708: The fuel tanks were moved from the engine nacelles to above the top wing. The engines were changed from the Napier Lion to the less powerful but more economical Rolls-Royce Eagle IX. In 1921 the Air Ministry ordered three aircraft, built as the W.8b, for use by Handley Page Transport , and later by Imperial Airways , on services to Paris and Brussels . Another aircraft was delivered to SABENA in 1924 and three more were license built by SABCA in Belgium. Planned but unbuilt 1923 alteration of W.8b for 1923 with
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#17327985717371012-451: 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
1058-499: 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 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
1104-590: 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
1150-477: 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
1196-455: 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 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
1242-445: 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,
1288-403: The nose and two 240 hp (180 kW) Siddeley Pumas in the normal position. The first W.8e was sold to Sabena , which had ten more built in Belgium by SABCA . One three-engine W.8f was built with cabin heating (derived from air circulated around the hot engine exhausts). The W.8f was modified in 1929 as the W.8g with an improved tail and rudder design from the W.10 and the third engine
1334-450: The radius of a maneuver. Manufactured most often from PH steels and titanium, flap tracks control the flaps located on 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
1380-536: The same engines but seating 16 passengers in a cabin lengthened by removal of the radio compartment and a reduction of freight capacity. The fuel tanks would have been moved to the underside of the top wing and slotted ailerons fitted. The W.8d was the initial designation for the Handley Page Hyderabad heavy bomber. To reduce the risks involved with engine failure, the W.8e was developed with one 360 hp (270 kW) Rolls-Royce Eagle IX in
1426-409: The same term [REDACTED] This disambiguation page lists articles associated with the title Type W . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Type_W&oldid=1191451951 " Category : Disambiguation pages Hidden categories: Short description
Type W - Misplaced Pages Continue
1472-435: 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 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
1518-438: 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 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
1564-429: 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 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
1610-475: The trim drag associated with keeping the glider in longitudinal trim. Negative flap may also be used during 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
1656-438: The two surviving W.10s which were converted to tanker aircraft by Sir Alan Cobham . Data from British Civil Aircraft since 1919 Volume 2 General characteristics Performance Slotted flap 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
1702-513: 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
1748-471: The wartime Handley Page Type O /400 bomber via the O/7, O/10 and O/11 transports. It had an enclosed cabin for (in most versions) 12 passengers, along with two crew in an open cockpit , and has the distinction of being the world's first airliner to be designed with an on-board lavatory . The prototype first flew on 4 December 1919, shortly after it was displayed at the 1919 Paris Air Show at Le Bourget . The W.8
1794-483: 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
1840-414: 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
1886-465: 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, 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
Type W - Misplaced Pages Continue
1932-530: 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
1978-569: 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
2024-467: Was moved to Australia but was destroyed by an accident after nine months. A twin-engined variant with the 450 hp (340 kW) Napier Lion for Imperial Airways (four built). When Imperial Airways introduced the Handley Page HP.42 in 1931, the W series aircraft were retired. Aircraft were used by private operators for display and joy riding, but the most important development concerned
2070-495: Was removed and the other two replaced with 480 hp (360 kW) Rolls-Royce type F.XIIA engines. Was a three-engined version with more powerful 385 hp (290 kW) Armstrong Siddeley Jaguar IV radial engines . It was operated by Imperial Airways and created a record on the London-Paris route of 86 minutes. In 1926, the engines were replaced by three 420 hp (310 kW) Bristol Jupiters . The aircraft
2116-423: Was subsequently revised to give the W.8b, W.8e (H.P.26), W.9 (H.P.27) and W.10 (H.P.30). It was also the basis for the W.8d (H.P.24), the Handley Page Hyderabad bomber. Prototype, holding 15 passengers, powered by two 450 hp (336 kW) Napier Lion engines. The original company designation was to have been Handley Page W/400 . To meet an Air Ministry ruling, the capacity was reduced to 12 passengers and
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