Canard Airplane - Canards are horizontal planes mounted on the fuselage, forward of the main wings to provide longitudinal stability and control. Depending on the installation, this may be a fixed, moving or variable geometry surface and may or may not include control surfaces.
Canards may be incorporated into aircraft designs for a variety of reasons, including generating lift, pitch control, longitudinal stability and trim, or changing the airflow over the main wing. The two main design categories of canard configurations are lifting canards and control canards.
Canard Airplane
A lift canard configuration is a configuration in which the weight of the aircraft is distributed between the wings and the canards. Raising the canards produces lift, or positive lift, as opposed to conventional horizontal stabilizers, which produce negative lift. This feature seems likely to allow the design to include a smaller main wing. However, since both pitch stability and recovery capability require the canards to stop before the main wing, the full lift of the wing cannot be achieved, resulting in a greater demand on the main wing than on a conventional wing. Configuration plane.
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In a control canard design, nearly all the weight of the aircraft is carried by the wings, and the canard is primarily used to control pitch during maneuvers. In other words, the control cande is primarily a control surface, usually at zero angle of attack.
On some fighter jets, such as the Eurofighter, reverse canards are used to deliberately destabilize the aircraft in order to make it maneuverable. In this case, the electronic flight control system uses the altitude control function of the card to create artificial static and dynamic stability. In our July issue, I used up all my misallocations for the year, I 1) mistakenly referred to a modified Robertson STOL as a Robinson; 2) I said that the small The front lift surface has been nicknamed "the wren's teeth", when in fact the name applies to the row of moving vortex generators on the wing that help to control roll quickly. Low speed; 3) I described the Beech Starship as a 2,000 hp VariEze when in reality it is a 2,400 hp VariEze.
Robertson's error was especially inexcusable because I had just written an article about the company in the September 1982 issue of Flight Magazine. Well, if Homer can nod, so can I.
Reader Harry McCaffrey in New Mexico wrote in asking why I had overlooked the Piagio Avanti in my search for a descendant of the go-kart boom of the 1970s and 80s. For that, at least, I have some sort of excuse.
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The answer is Avanti not Kannada, at least I choose to understand the word. The term is slippery. Canard is French for duck: because ducks have long necks, their wings appear to be further back in flight than crows. Since we borrow a lot of aviation terminology from France, I guess tail-first aircraft could also be called oie (pronounced "wah") or cigne (pronounced "I saw you"), which means goose or swan respectively, but both None of these are casual. (A print I've seen somewhere claims that tail-first planes are called canads because reports of their existence are considered impossible, which itself is canad - though why does French give the same for false reports and real ducks word report, I don't know.)
But enough linguistics. Some people call anything with wings on its nose a duck. Some also call the front wings themselves canards. My policy is to limit the term to aircraft with two parallel wings, the latter being much larger. As a side quibble, I'll refer to the plane itself as the Kanad, its smaller front wing as the front wing, and its larger rear wing as simply the "wing". An airplane with two roughly equal sized wings, one behind the other, what I call a "tandem wing", has a front wing and a rear wing.
But not classifying the Avanti as a platypus is more than a pun. The Avanti's stability and longitudinal control are provided by large conventional stabilizers and elevators located at the tail of the aircraft. This arrangement is fundamentally different from a two-sided canard configuration, with the front surface providing pitch control and the interaction of the two surfaces providing stability.
To understand the advantages of a three-sided configuration over a canard, it is necessary to understand a serious limitation of the canard configuration. Longitudinal stability requires the front plane to work harder than the wing, i.e. operate with a greater percentage of maximum lift. Also, safety requires that the leading plane stops before the wings; otherwise, when the wings stop, the plane will plummet up instead of down, and will not recover. The practical implication of these requirements is that the wings of the canard cannot be used to develop their maximum lift, nor can they be equipped with powerful elevating gear.
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In turn, this meant that the Kennard's wing loads could not be as high as a conventionally configured aircraft. His wings would have to be bigger and therefore heavier and create more skin friction drag.
In exchange for these drawbacks, as I wrote in my flawed July column, the canard configuration offers one major advantage: properly designed, it is virtually stall-proof.
Triplanar is a different species. Pitch control is not a province of the front ailerons, like the canards, but the rear elevator. The front plane is actually the part of the wing that moves up to the nose. The Avanti's famous wing measures 172 square feet, about the size of the Skyhawk. It doesn't include the front plane area, but it should. Cumulative wing area is 195 square feet.
Splitting the wing and placing part of it on the nose serves multiple purposes. This allows the main section to move back a bit; on the Avanti this places the entire wing support structure behind the nacelle. This allows for an adjustable flap to be mounted on the front plane to help adjust the nose-down pitching moment of the huge and very strong Fowler flaps on the wings. Finally, it offers the same stall protection as a canard: adjusting the wing section and nose profile to ensure it stops near the main wing, allowing the nose to droop. But since the rear end elevator is still pushing down, the "blast bump" of freezing and removing the canard front plane is reduced.
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An important corollary of the rear elevator taking care of the pitch control is that the front plane need not have a higher maximum lift coefficient than the wings - just to reach the maximum sooner. Thus, the wing can be equipped with arbitrarily large and powerful lifts that reduce its area for a given landing speed. Side-by-side floor plans of the Avanti and Assyrian starships show the dramatic difference in relative wing area. The Avanti's smaller wing area, due to its high maximum lift coefficient, enables a cruise speed of 400 knots at 1,700 hp, 90 knots faster than the comparably powered King Air 250, which is largely to its credit .
A less obvious advantage of the three-sided structure is that the wing is close enough to the center of gravity that you can use it as a fuel tank. The plane does not experience large changes in CG as it consumes fuel, and the CG moves forward, not backward. The canards are too far to carry the fuel; the fuel usually terminates in large triangular leading extensions, called striations, that run along the sides of the fuselage.
The Avanti was developed in the 1980's at the same time as the Beech Hard Starship. Brett Rutten submitted three planes and a canard, and Beech approached him secretly to suggest the design of a new turboprop. Beach management - not beach engineering, by the way - was chosen lightly. This was a rookie mistake; it should be obvious that the canard configuration is not suitable for a high wing load turboprop. Rotten himself later stated that he personally preferred the triplane design, and demonstrated this during his brief tenure as Beech's vice president by designing and building a prototype of the triplane Triumph, a small aircraft that Beech refused to develop further. twin jet engines.
Triplanes are relatively rare. Aerodynamics are complicated, and there are other ways to keep the wing boxes out of the way of the cabin. But Piaggio's lead designer, Alessandro Mazzoni, resonated with the Avanti, forever dispelling any doubts about the configuration's potential value.
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Peter Garrison taught himself to use slide rules and sheet metal, built an airplane in his backyard, and flew it to Japan. He started contributing to FLYING in 1968 and continues to contribute
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