By Peter R. Foster
Humble BeginningsTactical PhantomsUK Air DefenceAir Defence RAF GermanyFalklands PhantomsIndividual airplane Histories
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Additional info for Aircraft Illustrated Special: RAF Phantom
Obviously, the closer the initial guess is to the final design configuration, the quicker will be the convergence to the best feasible design. As a guide to the selection of the initial configuration it is useful to analyse previous aircraft designs of similar specification, preferably using statistical correlations on the main parameters. This avoids introducing unwanted personal preferences into the choice of aircraft parameters. e. aerodynamics, propulsion and weights). The original cartoons in this section have been variously attributed to Bruhn and Miller in the early 'forties but their sentiments still have relevance over fifty years later!
The position of the main wheel behind the aircraft centre of gravity must satisfy the following criteria for the most adverse aircraft centre of gravity position: • provide an adequate reverse stabilising moment for backward towing and general stability (an estimate of braking force will have to be made); • provide a righting moment when the fuselage is pulled down onto its tail stop; • provide at least a static load of 8% W on the nose-wheel to give reasonable steering forces (where W is the aircraft take-off weight); • provide not more than 15% W static load on the nose-wheel, as more than this will make it difficult to rotate the aircraft at take-off without an excessive tail force; • provide a pitching frequency of the aircraft of about 100 cycles per minute (certainly greater than 30 cycles per minute) - this involves the ratio of the radius of gyration in pitch, the wheelbase and the undercarriage stiffness; • provide sufficient tail-down angle (angle between lines AA and BB) for rotation of the aircraft at take-off and in the landing attitude.
Although the aerodynamic stability and control features are simplified by this arrangement the addition of extra surfaces with the attendant structural and mechanical complication are serious disadvantages. The tandem-wing layout Extending the concept of dividing the lift generation between two surfaces to minimise the number of controls has led to the tandem-wing layout shown in Fig. 11. 5 Although there have always been strong proponents for this layout, as it provides more tolerance to centre of gravity movement, it has yet to be adopted for commercial designs.
Aircraft Illustrated Special: RAF Phantom by Peter R. Foster
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