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AMA FPG-9 Glider OBJECTIVES – Students Will Learn About the Basics of How Flight Works by Creating a Simple Foam Glider
AEX MARC_Layout 1 1/10/13 3:03 PM Page 18 activity two AMA FPG-9 Glider OBJECTIVES – Students will learn about the basics of how flight works by creating a simple foam glider. – Students will be introduced to concepts about air pressure, drag and how aircraft use control surfaces to climb, turn, and maintain stable flight. Activity Credit: Credit and permission to reprint – The Academy of Model Aeronautics (AMA) and Mr. Jack Reynolds, a volunteer at the National Model Aviation Museum, has graciously given the Civil Air Patrol permission to reprint the FPG-9 model plan and instructions here. More activities and suggestions for classroom use of model aircraft can be found by contacting the Academy of Model Aeronautics Education Committee at their website, buildandfly.com. MATERIALS • FPG-9 pattern • 9” foam plate • Scissors • Clear tape • Ink pen • Penny 18 AEX MARC_Layout 1 1/10/13 3:03 PM Page 19 BACKGROUND Control surfaces on an airplane help determine the movement of the airplane. The FPG-9 glider demonstrates how the elevons and the rudder work. Elevons are aircraft control surfaces that combine the functions of the elevator (used for pitch control) and the aileron (used for roll control). Thus, elevons at the wing trailing edge are used for pitch and roll control. They are frequently used on tailless aircraft such as flying wings. The rudder is the small moving section at the rear of the vertical stabilizer that is attached to the fixed sections by hinges. Because the rudder moves, it varies the amount of force generated by the tail surface and is used to generate and control the yawing (left and right) motion of the aircraft. -
Federal Aviation Administration, DOT § 61.45
Federal Aviation Administration, DOT Pt. 61 Vmcl Minimum Control Speed—Landing. 61.35 Knowledge test: Prerequisites and Vmu The speed at which the last main passing grades. landing gear leaves the ground. 61.37 Knowledge tests: Cheating or other VR Rotate Speed. unauthorized conduct. VS Stall Speed or minimum speed in the 61.39 Prerequisites for practical tests. stall. 61.41 Flight training received from flight WAT Weight, Altitude, Temperature. instructors not certificated by the FAA. 61.43 Practical tests: General procedures. END QPS REQUIREMENTS 61.45 Practical tests: Required aircraft and equipment. [Doc. No. FAA–2002–12461, 73 FR 26490, May 9, 61.47 Status of an examiner who is author- 2008] ized by the Administrator to conduct practical tests. PART 61—CERTIFICATION: PILOTS, 61.49 Retesting after failure. FLIGHT INSTRUCTORS, AND 61.51 Pilot logbooks. 61.52 Use of aeronautical experience ob- GROUND INSTRUCTORS tained in ultralight vehicles. 61.53 Prohibition on operations during med- SPECIAL FEDERAL AVIATION REGULATION NO. ical deficiency. 73 61.55 Second-in-command qualifications. SPECIAL FEDERAL AVIATION REGULATION NO. 61.56 Flight review. 100–2 61.57 Recent flight experience: Pilot in com- SPECIAL FEDERAL AVIATION REGULATION NO. mand. 118–2 61.58 Pilot-in-command proficiency check: Operation of an aircraft that requires Subpart A—General more than one pilot flight crewmember or is turbojet-powered. Sec. 61.59 Falsification, reproduction, or alter- 61.1 Applicability and definitions. ation of applications, certificates, 61.2 Exercise of Privilege. logbooks, reports, or records. 61.3 Requirement for certificates, ratings, 61.60 Change of address. -
Glider Handbook, Chapter 2: Components and Systems
Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil. -
Experience Early Aviation with Fully
REVIEW Maxford’s vintage- themed models look extremely authentic when they are in the air, although pilots EXPERIENCE EARLY will probably want to spring for the available optional pilot figures to more AVIATION WITH capably create a convincing scalelike profile. FULLY FUNCTIONING WATCH A VIDEO! WING WARPING Access additional Maxford USA 1/9 Rumpler Taube EP 64-Inch ARF content by visiting By Jon Barnes | [email protected] www.ModelAviation. Photos by the author com/bonuscontent. THERE IS NO DENYING the surfaces, which would in the the Etrich Taube. Why the logic behind man’s eager efforts future become the standard for seeming disparity? It is primarily to take to the sky in a flying almost all aircraft, was the yaw because, with no licensing fees, machine. Engineers of the early axis. at least 14 companies built vari- 20th century understandably Designed by Igo Etrich in 1909, ations of the initial design. The attempted to mimic the methods the Taube first flew in 1910. It two-seat Rumpler Taube ulti- used by birds to change direction would become the first mass-pro- mately proved to be the most and altitude. At least one early duced aircraft in Germany, and common type and thus most effort to imitate the eminently go on to be used for military pur- appropriately the subject of flexible tail and wing feathers of poses by several of the nations Maxford’s attention. a bird can be seen in a mono- embroiled that were in World Maxford USA’s propensity to plane known as the Taube. War I. -
Efficient Light Aircraft Design – Options from Gliding
Efficient Light Aircraft Design – Options from Gliding Howard Torode Member of General Aviation Group and Chairman BGA Technical Committee Presentation Aims • Recognise the convergence of interest between ultra-lights and sailplanes • Draw on experiences of sailplane designers in pursuit of higher aerodynamic performance. • Review several feature of current sailplanes that might be of wider use. • Review the future for the recreational aeroplane. Lift occurs in localised areas A glider needs efficiency and manoeuvrability Drag contributions for a glider Drag at low speed dominated by Induced drag (due to lift) Drag at high ASW-27 speeds Glider (total) drag polar dominated by profile drag & skin friction So what are the configuration parameters? - Low profile drag: Wing section design is key - Low skin friction: maximise laminar areas - Low induced drag – higher efficiencies demand greater spans, span efficiency and Aspect Ratio - Low parasitic drag – reduce excrescences such as: undercarriage, discontinuities of line and no leaks/gaps. - Low trim drag – small tails with efficient surface coupled with low stability for frequent speed changing. - Wide load carrying capacity in terms of pilot weight and water ballast Progress in aerodynamic efficiency 1933 - 2010 1957: Phoenix (16m) 1971: Nimbus 2 (20.3m) 2003: Eta (30.8m) 2010: Concordia (28m) 1937: Wiehe (18m) Wooden gliders Metal gliders Composite gliders In praise of Aspect Ratio • Basic drag equation in in non-dimensional, coefficient terms: • For an aircraft of a given scale, aspect ratio is the single overall configuration parameter that has direct leverage on performance. Induced drag - the primary contribution to drag at low speed, is inversely proportional to aspect ratio • An efficient wing is a key driver in optimising favourable design trades in other aspects of performance such as wing loading and cruise performance. -
Fitzpatrick Biography
The James L. G. Fitz Patrick Papers Archives & Special Collections College of Staten Island Library, CUNY 2800 Victory Blvd., 1L-216 Staten Island, NY 10314 © 2005, 2018 The College of Staten Island, CUNY Finding Aid by James A. Kaser Overview of the Collection Collection No. : CM-4 Title: The James L. G. Fitz Patrick Papers Creator: James L. G. Fitz Patrick (1906-1998) Dates: c. 1926-1998 Extent: Approximately 1.5 Linear Feet Abstract: Prof. James L. G. Fitzpatrick was a faculty member and administrator at the Staten Island Community College from 1959 to 1976. He taught and served as Head of the Department of Mechanical Technology. He was appointed the first Academic Dean of the college in 1959, serving as Dean of the Faculty and acting under the college president to administer the academic program. He also coordinated a large part of the planning for the college’s campus in Sunnyside, completed in 1967. Fitz Patrick became Dean for Operations and Development in 1971 and held that position until his retirement in 1976. Fitz Patrick was widely recognized as an expert on natural flight and aeronautics. This fragmentary collection mostly documents some of Fitz Patrick’s research activities. Administrative Information Preferred Citation The James L. G. Fitz Patrick Papers, Archives & Special Collections, Department of the Library, College of Staten Island, CUNY, Staten Island, New York Acquisition The papers were donated by Fitz Patrick’s stepson, Harold J. Smith. Processing Information Collection processed by the staff of Archives & Special Collections. 1 Restrictions Access Access to this record group is unrestricted. -
The Bleriot Xi: a Study in Aerodynamics by Robert G
THE BLERIOT XI: A STUDY IN AERODYNAMICS BY ROBERT G. WALDVOGEL If you wished to study aerodynamics, you would only need to look at the very early aircraft designs, such as the Bleriot XI. There are no high bypass ratio turbofans, nor upper deck lounges, nor global positioning systems. Instead, the aircraft is a sheer expression of the design solutions needed to overcome the four forces of flight: lift, weight, thrust, and drag. One of these “studies” can be made at Cole Palen’s Old Rhinebeck Aerodrome in Rhinebeck, New York. The culmination of ten previous configurations built by Louis Bleriot, who had reinvested 60,000 French francs amassed during an automobile lamp manufacturing venture to develop a technologically successful airplane in a race with such names as the Wright Brothers, Henri Farman, Santos Dumont, and Glenn Curtiss, the Bleriot XI itself had become the world’s first practical monoplane. The Bleriot VII, providing its initial foundation, had appeared with a partially enclosed fuselage to house its single pilot; wings braced to a tubular cabane framework over the cockpit; a four-bladed, 50-hp Antoinette engine; a large, dual-elevon horizontal tail; a small rudder; and swivelable, independently-sprung wheels. Although it crashed on December 18, 1907, it had nevertheless provided the foundation for a later, definitive design. The Bleriot VIII, rapidly following, had retained the low-wing configuration, but had featured pivoting, wing tip ailerons and a tricycle undercarriage, each comprised of single wheels. Although the Bleriot IX had been a larger variant of the VIII, and the Bleriot X had introduced a pusher-propeller arrangement with triple canard rudders, these intermediate steps had offered little to the ultimate design and therefore had been quickly discarded. -
Design of a Micro-Aircraft Glider
Design of A Micro-Aircraft Glider Major Qualifying Project Report Submitted to the faculty of WORCESTER POLYTECHNIC INSTITUTE In partial fulfillment of the requirements for The Degree of Bachelor of Science Submitted by: ______________________ ______________________ Zaki Akhtar Ryan Fredette ___________________ ___________________ Phil O’Sullivan Daniel Rosado Approved by: ______________________ _____________________ Professor David Olinger Professor Simon Evans 2 Certain materials are included under the fair use exemption of the U.S. Copyright Law and have been prepared according to the fair use guidelines and are restricted from further use. 3 Abstract The goal of this project was to design an aircraft to compete in the micro-class of the 2013 SAE Aero Design West competition. The competition scores are based on empty weight and payload fraction. The team chose to construct a glider, which reduces empty weight by not employing a propulsion system. Thus, a launching system was designed to launch the micro- aircraft to a sufficient height to allow the aircraft to complete the required flight by gliding. The rules state that all parts of the aircraft and launcher must be contained in a 24” x 18” x 8” box. This glider concept was unique because the team implemented fabric wings to save substantial weight and integrated the launcher into the box to allow as much space as possible for the aircraft components. The empty weight of the aircraft is 0.35 lb, while also carrying a payload weight of about 0.35 lb. Ultimately, the aircraft was not able to complete the required flight because the team achieved 50% of its desired altitude during tests. -
NASA Styrofoam Tray Glider.Pdf
RIGHT FLIGHT Objectives The students will: Construct a flying model glider. Determine weight and balance of a glider. Standards and Skills Science Science as Inquiry Physical Science Science and Technology Unifying Concepts and Processes Science Process Skills Observing Measuring Collecting Data Inferring Predicting Making Models Controlling Variables Mathematics Problem Solving Reasoning Prediction Measurement Background On December 17, 1903, two brothers, Wilbur and Orville Wright, became the first humans to fly a controllable, powered airplane. To unravel the mysteries of flight, the Wright brothers built and experimented extensively with model gliders. Gliders are airplanes without motors or a power source. 52 Aeronautics: An Educator’s Guide EG-2002-06-105-HQ Building and flying model gliders helped the Wright brothers learn and understand the importance of weight and balance in air- planes. If the weight of the airplane is not positioned properly, the airplane will not fly. For example, too much weight in the front (nose) will cause the airplane to dive toward the ground. The precise balance of a model glider can be determined by varying the location of small weights. Wilbur and Orville also learned that the design of an airplane was very important. Experimenting with models of different designs showed that airplanes fly best when the wings, fuselage, and tail are designed and balanced to interact with each other. The Wright Flyer was the first airplane to complete a controlled takeoff and landing. To manage flight direction, airplanes use control surfaces. Elevators are control surfaces that make the nose of the airplane pitch up and down. A rudder is used to move the nose left and right. -
Design and Flight Testing of Inflatable Wings with Wing Warping
05WAC-61 Design and Flight Testing of Inflatable Wings with Wing Warping Jamey D. Jacob, Andrew Simpson, and Suzanne Smith University of Kentucky, Lexington, KY 40506 Copyright c 2005 Society of Automotive Engineers, Inc. ABSTRACT The paper presents work on testing of inflatable wings for unmanned aerial vehicles (UAVs). Inflatable wing his- tory and recent research is discussed. Design and con- struction of inflatable wings is then covered, along with ground and flight testing. Discussions include predictions and correlations of the forces required to warp (twist) the wings to a particular shape and the aerodynamic forces generated by that shape change. The focus is on charac- terizing the deformation of the wings and development of a model to accurately predict deformation. Relations be- Figure 1: Goodyear Model GA-468 Inflatoplane. tween wing stiffness and internal pressure and the impact of external loads are presented. Mechanical manipula- tion of the wing shape on a test vehicle is shown to be an effective means of roll control. Possible benefits to aero- craft was developed as a military rescue plane that could dynamic efficiency are also discussed. be dropped behind enemy lines to rescue downed pilots. Technology development, including delivery of dozens of INFLATABLE WINGS aircraft, continued until the early 1970s. PREVIOUS WORK While the concept of inflatable The Apteron unmanned aerial vehicle with inflatable structures for flight originated centuries ago, inflatable wings was developed in the 1970s by ILC Dover, Inc. wings were only conceived and developed within the last The Apteron (Figure 2) had a 1.55 m (5.1 ft) wingspan, few decades. -
The Wright Stuff
1203cent.qxd 11/13/03 2:19 PM Page 1 n a chilly North Carolina edge. It is likely that this informa- Omorning 100 years ago, two tion became the basis for the design brothers from Dayton, Ohio, at- of their early gliders. It also led them tempted a feat others considered im- to contact Octave Chanute, an possible, and their success changed American engineer who was the world. leading the way for experiments in Today we take air travel for aeronautics. granted, and rarely give a second thought to our capability to fly liter- Three problems ally anywhere in the world. But one The Wrights realized from the be- hundred years ago, the endeavors ginning that they had to solve three of the Wrights and other aeronau- problems: tical pioneers were widely viewed • Balance and control. as foolhardy. Although some of the THE WRIGHT • Wing shape and resulting lift. world’s most creative minds were • Application of power to the converging on a solution to the flight structure. problem, well-respected scientists STUFF: Of the three, they correctly recog- such as Lord Kelvin thought flight Materials in the Wright Flyer nized that balance and control were impossible. the least understood and probably In fact, Simon Newcomb, pro- The flight of the Wright Flyer was the most critical. To solve that fessor of mathematics and as- the “first in the history of the world problem, they turned to gliding ex- tronomy at Johns Hopkins Univer- periments. sity and vice-president of the in which a machine carrying a man National Academy of Sciences, had had raised itself by its own power The 1900 glider declared only 18 months before the into the air in full flight, had sailed After a few preliminary experi- successful flight at Kitty Hawk, forward without reduction of speed, ments with small kites, they built “Flight by machines heavier than air and had finally landed at a point as their first glider in 1900. -
Federal Aviation Administration, DOT § 91.313
Federal Aviation Administration, DOT § 91.313 (2) The towing aircraft is equipped light vehicle, in a manner that endan- with a tow-hitch of a kind, and in- gers the life or property of another. stalled in a manner, that is approved [Doc. No. 18834, 54 FR 34308, Aug. 18, 1989, as by the Administrator; amended by Amdt. 91–227, 56 FR 65661, Dec. (3) The towline used has breaking 17, 1991; Amdt. 91–282, 69 FR 44880, July 27, strength not less than 80 percent of the 2004] maximum certificated operating weight of the glider or unpowered § 91.311 Towing: Other than under ultralight vehicle and not more than § 91.309. twice this operating weight. However, No pilot of a civil aircraft may tow the towline used may have a breaking anything with that aircraft (other than strength more than twice the max- under § 91.309) except in accordance imum certificated operating weight of with the terms of a certificate of waiv- the glider or unpowered ultralight ve- er issued by the Administrator. hicle if— (i) A safety link is installed at the § 91.313 Restricted category civil air- point of attachment of the towline to craft: Operating limitations. the glider or unpowered ultralight ve- (a) No person may operate a re- hicle with a breaking strength not less stricted category civil aircraft— than 80 percent of the maximum cer- (1) For other than the special purpose tificated operating weight of the glider for which it is certificated; or or unpowered ultralight vehicle and (2) In an operation other than one not greater than twice this operating necessary to accomplish the work ac- weight; tivity directly associated with that (ii) A safety link is installed at the special purpose.