More obvious methapors were represented by Luke Newton (Crayons Not Colts) and Leslie Lyons and JB Wilson (Unswept Floors) at Context Art Miami.
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Regular folks present a relic—usually excavated from some unswept corner of the home—to a specialist, who then delivers a swift and unsentimental appraisal.
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THE AD A Hispanic family smiles and shares a box of cereal around a table, but they quickly fade from the scene, leaving an unswept table and dirty dishes.
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The visible detritus of newly shorn afro hair on the unswept floor of the empty shop in "Flat Top" (53) evokes the absent black male bodies that are represented elsewhere in two companion paintings.
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Both setups had four blades in the front propeller and the back propeller, but they were also largely unswept.
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Twin-boom version. Not built ;Type 179A Freighter :Unbuilt project. The aircraft was intended to have an unswept tail and a ramp-loading door. ;Type 216 Freighter :Unbuilt project.
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A specific genre of Roman mosaic obtained the name asaroton (Greek "unswept floor"). It represented an optical illusion of the leftovers from a feast on the floor of rich houses.
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Data from Jane's All the World's Aircraft 2013-14, p. 656-7 ;ViS-3: First prototype, flown 8 October 2006. ;ViS-5: Production prototype. Unswept wings with flaps and span less than ViS-3, length greater.
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After sweeping for almost a year, in May 1946, the Navy abandoned the effort with 13,000 mines still unswept. Over the next thirty years, more than 500 minesweepers (of a variety of types) were damaged or sunk clearing them.
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The renovation of the Art, Music and Recreation Department was completed in October 1999. At the entrance to the department is a mosaic floor titled "Unswept Room" by the artist Steven Ferren. The corridor leading to the room includes gallery space.
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Unlike the Lun, the KM featured a constant-chord main wing and a stabilizer with notable dihedral (visible in the image as a difference in brightness between the left and right side of the stabilizer) and an unswept aft trailing edge.
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This is the Queen Air powered by two Lycoming IGSO-480s producing with a 1400-hour TBO. It had a gross weight of with useful loads around . It is easily recognized by its straight unswept tail. Usually referred to as a "straight 65".
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The indigenous microbes stimulated by the injected microbial nutrients grow fast and selectively block the "thief zones", divert the injected water to sweep the unswept oil. The aforementioned two rationals are demonstrated in a Youtube video prepared by New Aero Technology LLC.
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Due to the ducted fan, the aircraft is exceptionally quiet. The aircraft has a fixed tricycle undercarriage with the nosewheel offset to the left. The wings are unswept and untapered. The aircraft is of fairly standard all-metal construction, with stressed skin of aluminium.
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Like the H.P.42, the H.P.43 was an unequal-span biplane with unswept and unstaggered wings of constant chord. Both used a Warren girder biplane construction, with two pairs of strongly outward-leaning struts linked by an inward-leaning pair on each wing.
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It also used more powerful () Bastan VIA engines. The fuselage was semi-monocoque with a squared cross-section, having unswept wings and swept tailplanes. The prototype Guaraní was rebuilt to this standard and flew in this form on 26 April 1963.Magnusson 2010, p. 6.
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In plan they were straight edged, unswept and of constant chord and thickness. The lower wing had a slightly greater span. The wing tips were essentially square, except that the horn balances of the short span ailerons on both upper and lower wings projected beyond. There was no stagger.
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548 In the case of the CLA.4, the upper wing had a span of 80% of the lower and 83% of its chord. The wings were straight, unswept and of constant chord apart from at the rounded tips, with ailerons on the lower wings only. The CLA.
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In 1934, the Aeronáutica Militar called a competition for a Spanish-designed and built basic trainer. Three companies responded, including Hispano-Suiza. The E-34 was a single engine biplane, seating two in tandem. It had unswept single bay wings of the same span and constant chord, with some stagger.
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The etch channel density for swept quartz is about 10–100 and significantly more for unswept quartz. Presence of etch channels and etch pits degrades the resonator's Q and introduces nonlinearities.John R. Vig et al. Method of making miniature high frequency SC-cut quartz crystal resonators , Issue date: November 26, 1985.
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Enemy air attacks continued for the next two days. On 30 March, Wesson proceeded on orders west of Zampa Misaki and destroyed four mines by gunfire en route. She then reported mines in an unswept area north and east of Zampa Misaki. Her formation came under air attack every day until 5 April.
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The NiD 43 was designed to meet a naval requirement for a two- seat shipborne fighter. It was a two bay biplane, with unswept, constant chord, unstaggered wings braced by parallel pairs of interplane struts. There were ailerons on the lower wings alone. Its fuselage was flat sided, with two open cockpits.
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The Acrostar is a conventionally arranged low wing single engine aircraft. The wing is straight tapered, the leading edge slightly swept and the trailing edge unswept. The aerofoil section, designed by Eppler, is quite thick with a thickness-to-chord ratio of 20%. It is a symmetric section and mounted at zero incidence.
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1940s-era military subsonic aircraft, such as the Supermarine Spitfire, Bf 109, P-51 Mustang, Gloster Meteor, He 162, and P-80, have relatively thick, unswept wings, and are incapable of reaching Mach 1.0 in controlled flight. In 1947, Chuck Yeager flew the Bell X-1 (also with an unswept wing, but a much thinner one), reaching Mach 1.06 and beyond, and the sound barrier was finally broken. Early transonic military aircraft, such as the Hawker Hunter and F-86 Sabre, were designed to fly satisfactorily even at speeds greater than their critical Mach number. They did not possess sufficient engine thrust to break the sound barrier in level flight, but could exceed Mach 1.0 in a dive while remaining controllable.
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The fin was also unswept and round- tipped, carrying a broad, rounded rudder which reached down to the keel. After its maiden flight in mid 1952 the Bene received only limited testing, as the competing MRSz Z-03 Ifjúság had already received an order for serial production. The sole example was scrapped in 1954.
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The DH.29 Doncaster was ordered by the British Air Ministry as an experimental long-range monoplane. The aircraft was a high-wing cantilever monoplane with unswept wings of wooden structure with a fabric covering. It had a box section wooden fuselage with a single fin. The crew of two sat in an open cockpit ahead of the wing.
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The leading edge of the wing is straight and unswept and the trailing edge is parallel to it over its inner section, becoming tapered outboard. Ailerons, with inset hinges, fill these sections. Spoilers are mounted in the mid-inner wing panels at 11% chord. Scheibe used their usual fabric covered, steel tube and wooden stringer construction for the fuselage.
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The Platypus has the extended plywood skinned ES-60 wing, built around a single spar. The leading edge is unswept but the straight trailing edges have forward sweep that increases on the outer, aileron-carrying, panels. There are airbrakes mounted just aft of the spar on the inner panels. These wings were mid-mounted onto a new GRP fuselage.
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They heaved to off the harbor and were boarded by British Naval Officers in Charge, who instructed them to proceed to Manfredonia to discharge the cargo. At 14:30, they got underway for Manfredonia staying well inshore to avoid the unswept minefields off the coast. At 17:00 they entered Manfredonia harbor and discharged their tanks.
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The unswept tailfin from previous years was retained for another two years. Elevator and rudder mass balances were increased to reduce flutter potential caused by the less aerodynamic rear fuselage. The gross weight of the aircraft was also increased in 1964 to , where it would stay until the advent of the Cessna 152. 804 150Ds were built.
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The tail section and control surfaces were to be made of fabric-covered wood. A shallow indent on the underside allowed for carriage of a semi-recessed bomb load. The lightly tapered, unswept wing was mounted low on the fuselage and its inner section housed the retractable main undercarriage. A large nacelle was mounted on each wing tip.
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Full span flaperons provide roll control. The vertical surfaces are made in a similar way and extend both above and below the wing, incorporating rudders for yaw control. The canard fore wing is again similarly made but is unswept; it has constant chord with rounded tips and has no dihedral or washout. It carries slotted elevators for pitch control.
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These were essentially the same engines used in the BD-5J. The aircraft was limited for reasons of safety to a speed of about 170 mph. The AD-1 was in length and had a wingspan of unswept. It was constructed of plastic reinforced with fiberglass, in a sandwich with the skin separated by a rigid foam core.
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The C.22 BN2 was based on the earlier Caudron C.21, but scaled up. The span was increased by 22%, requiring an extra bay and more powerful engines. The French BN2 military category specified a two-seat night bomber. It was a four bay biplane, with fabric covered, constant chord, unswept wings with angled tips.
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The cabin is over the wings, with two pairs of side-by-side seats. Entry is by two upward- opening doors and there is a baggage space behind the rear seats. At the rear the vertical surfaces are straight-edged and swept, with a long dorsal strake. The horizontal surfaces are approximately trapezoidal in plan, with an unswept leading edge.
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Broad, short ailerons were hinged on an auxiliary spar and extended to the wing tips. In plan the leading edge was swept back at about 9° but the trailing edge was unswept. The tips were elliptical and there was a wide but shallow cut-out to assist the pilot's upward view. Its fuselage was a steel tube lattice structure, largely fabric covered.
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The upper wings were swept and without dihedral, the cantilever lower wings unswept with 6° of dihedral. Both wings carried full-span ailerons. The upper wing also carried full-span slots on the leading edge, arranged in inner and outer groups. The ailerons were linked to interceptors behind the outer slots which rose when the inner slots opened at high angles of attack.
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The Armstrong Whitworth A.W.19 was one of the latter group. The A.W.19 was a single-engine single-bay biplane with unswept, constant chord wings of mild stagger. The wings were fabric covered over a structure built up around rolled-steel strip spars and aluminium alloy ribs. Both planes carried ailerons and there were automatic slots on the upper one.
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These were mounted with 2° of dihedral and 597 mm, almost 2 ft, of stagger. The gap between the upper and lower planes was , maintained by parallel pairs of aerofoil section struts and wire bracing. The unswept wings had a constant chord of with blunt wing tips and ailerons on both upper and lower planes. The Schoettler's empennage was also conventional.
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In some models the surfaces are not aligned to the direction of flow acting as airbrakes. Typically the center of mass is at 1/81 and the center of area is at 1/2 of the plane lengths. Two methods exist to shift the center of mass to the front. One rolls up the leading edge which then stays unswept.
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The empennage, like the fuselage, was steel framed and fabric covered. Both fin and tailplane, the latter mounted at mid-fuselage height, had straight, swept leading edges and carried balanced control surfaces with straight, unswept rear edges and round tips. The rudder was deep, extending to the keel, and worked within an elevator cut-out. The Challenger had a fixed tailwheel undercarriage.
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There, George G. Henry filled her bunkers with of fuel oil and sailed on Christmas Eve for the Netherlands East Indies. She reached Surabaya on the 26th and anchored offshore the next day to await further instructions. When she finally received those orders, the tanker proceeded to the south entrance of Surabaya Harbor, directly through unswept areas of minefields laid by the Dutch Navy.
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The P-530's wing planform and nose section was similar to the F-5, with a trapezoidal shape formed by a sweep of 20° at the quarter-chord line, and an unswept trailing edge, but was over double the area. While the YF-17 lost its bid for the USAF lightweight fighter, it would be developed into the larger McDonnell Douglas F/A-18 Hornet.
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The final Westland-built variant, the Mk. V, flew the next year, in 1932. Built to Ministry specification F.3/32, it was a two-seat fighter powered by a 600 h.p. Rolls-Royce Goshawk engine and differing noticeably from the previous versions in having a sesquiplane lower wing and tractor propeller. The lower wing was unswept and of short span, and braced to the upper wing.
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Sharp (2015) The swept, constant-chord wing had short wingtip booms which extended aft to provide mounting for outboard tailplanes. These had the same swept leading edge, which sprang from opposite the trailing edge of the wing tip, but the trailing edge was unswept. They also had a sharp downward angle (anhedral), which provided some side area for directional stability. Overall span was and area .
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214Royal Navy (1995b), pp. 45–46 Minelaying ceased on 24 May so that unswept mines did not interfere with the planned British-led landings in Malaya which were scheduled for September.Park (1946), p. 2148 The Japanese established observation posts on islands in the Singapore Strait to spot minefields, but these were not effective and generally the fields were not detected until a ship struck a mine.
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The Kria, though, was a high wing rather than mid-wing monoplane, was smaller overall (the Phönix had a 16 m span) and had a butterfly tail. Kría is the Icelandic name for the Arctic tern. The Kria's cantilever wing was straight tapered over all the span except for elliptical tips, with an unswept leading edge and a forward swept trailing edge. There was no dihedral.
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A cross-sectional view of the undrooped part of the wing, showing a container stored within the cavity. A cross-sectional view of the fuselage-wing join. Note how the upper deck aligns with the wing cavity. The aircraft's wings are mounted to the fuselage in a high wing configuration, and they are unswept and mostly parallel to the ground in their inner sections.
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The Bristol Babe was the creation of Frank Barnwell, a flying enthusiast as well as Bristol's chief designer. It was aimed at the private owner flyer and was a small single-engined single-seat biplane with unswept staggered single-bay wings of unequal span. Full-span ailerons were fitted on the top wing only. The fuselage was plywood-skinned, with fabric covering it for protection.
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The prototypes differed in the way this covering was applied; on one the grain ran diagonally, on the other longitudinally. They also differed in their vertical tails, one broader and lower than the other. Both had deep horn balanced rudders which extended to the keel. The horizontal tail was mounted at mid- fuselage, with a straight-edged, unswept tailplane bearing overhung, balanced elevators with outward increasing chord.
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The central and outer panels were distinguished by the lack of dihedral on the former; both had straight, unswept leading edges but the trailing edge of the outer panels was curved, producing a roughly elliptical plan. Like the Lignel 20 the 46 had somewhat inset ailerons and split flaps. The Lignel 46 also had unusual, very small fixed leading edge slots at the wing tips.
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The Professor's hexagonal, ply covered, deep flat sided fuselage tapered strongly aft. The pilot sat in an open, unscreened cockpit immediately ahead of the pedestal and equipped with the variometer. A rubber sprung skid on the underside reached from the nose to below the trailing edge. It had an all-moving tailplane, with an almost unswept leading edge but strongly curved aft, producing a pointed surface.
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The Cobra was a cantilever low wing monoplane with a wooden structure covered in plywood, which had an outer thin aluminium skin bonded to it. The single spar wings had a maximum thickness to chord ratio of 16.5%; in plan they were unswept and straight tapered. There was 6° of dihedral. The ailerons were fitted with electrically operated trim tabs and the inboard flaps were hydraulically powered.
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The 23d, however, was deadly. While approaching one mine, the destroyer brushed horns with another, an unswept mine which burst amidships. The explosion ripped into the bowels of the ship, killing three men and injuring 20, while flooding three engineering compartments and one living space. As the crew raced to general quarters, the ship settled five feet by the stern, and listed seven degrees to starboard.
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Douglas X-3 Stiletto At supersonic speeds a thin, small and highly loaded wing offers substantially lower drag than other configurations. Low span and an unswept, tapered planform reduce structural stresses, allowing the wing to be made thin. For minimum drag, wing loading can be in excess of . Early examples provided a solution to the problem of supersonic flight when engine power was limited.
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These are simple and efficient wing designs for high speed flight, but there are performance tradeoffs. One is that the stalling speed becomes rather high, necessitating long runways (unless complex high-lift wing devices are built in). Another is that the aircraft's fuel consumption during subsonic cruise is higher than that of an unswept wing. These tradeoffs are particularly acute for naval carrier-based aircraft.
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The Falken trainer, closely related to the Jaktfalken fighter, was derived from the earlier Piraten. It was a single bay biplane with unswept, constant chord, thin section wings. Both wings were built around rectangular section steel spars and were fabric covered. They were mounted with light dihedral but with stagger so strong that the forward lower spar was directly below the upper aft one.
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The Potez 50 was a single bay sesquiplane. Both upper and lower wings were in two parts and were unswept with constant chord, though the trailing edge of the upper wing tapered outboard into rounded tips. The lower wing had a smaller chord as well as being about one third shorter. Both were built around two spruce and plywood box spars and were fabric covered.
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The Edelweiss is a 15 m class, single seat, shoulder wing sailplane with a butterfly tail, built mostly from wood. The wing has a single spar and is skinned with 8 mm foam-bonded plywood. It has almost constant chord; it had forward sweep on the two prototypes but production Edelweiss have unswept wings. The ailerons are metal and are shorter on production aircraft.
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Despite the partial overlap in names between the Biposto Roma and the earlier BS.12 Roma they had little else in common. In plan, about half of the span of the BS.24's wing was unswept and had constant chord; the outer panels were straight tapered to rounded tips. Ailerons occupied all the trailing edges of these outer panels. There was no dihedral.
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Its parasol wing was unswept and of constant chord, carrying half span ailerons. The wing was supported from below by a fore and aft pair of inverted V-form struts from the upper fuselage longerons to its centreline. These struts also supported a longitudinal inverted V kingpost to which landing wires were attached. Flying wires braced the wing from below to the lower fuselage.
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The WK.3 was a biplane with wooden structure throughout. The constant chord wings were each built around twin spars, covered with plywood around the leading edge and with fabric elsewhere. The upper wing had a centre-section mounted high above the fuselage on N-form cabane struts and outer panels which were swept at 8° to improve cockpit access and fields of view. The lower wing was unswept.
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Conventional in other respects, the high-mounted wing could be slewed by up to 35° for high-speed flight. The wing span was when unswept and when fully swept.Masters (1982) The long main undercarriage retracted into the wing, while a nose wheel completed the tricycle undercarriage.Sharp (2015) The P 202 was powered by a pair of BMW 003 turbojets, slung underneath he fuselage centre section and exhausting behind the wing.
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The Eureka was a small but conventionally laid out tractor configuration low-mid wing monoplane with an open cockpit and cruciform tail. It was formed from aluminium tubing with fabric covering. The wings were approximately semi- elliptical in plan and wire braced from above and below, with straight, unswept leading edges and curved trailing edges. The 2.05 m (6 ft 7 in) root chord reduced to pointed tips.
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First flown in December 1914 the Type 860 was an unswept biplane. The upper wings had a strut braced extension and ailerons were fitted on all four wings. It had twin strut-mounted floats under the fuselage and a float mounted under the tail and each wingtip. Some models were powered by a nose-mounted 200 hp 14-cylinder engine; others used a 225 hp (168 kW) Sunbeam Mohawk engine.
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The S.60 was a two-seat biplane fighter of all-wood construction with a canvas coating and a monocoque fuselage. The upper wing was backswept, while the lower wing was unswept. Three prototypes were ordered on December 24, 1925, and the first prototype flew on June 26, 1926, but stability problems meant that the S.60 was rejected for production in favor of the improved S.70.
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The Donald is a conventionally laid-out single engine, braced high wing monoplane. Its low aspect ratio (5.1) wings are unswept and of constant chord, with blunt, rounded tips; they carry short, broad ailerons but no flaps. There are V-form struts between the wing and lower fuselage on each side. At the rear the vertical surfaces are rounded and the balanced rudder extends down to the keel.
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They were swept at 12.5o but carried ailerons with unswept hinges and rounded trailing edges. The wings were built in two parts joined at the centre, supported by a pylon and a total of eight struts, four vertical from the top longerons and four in vee pairs from the bottom longerons to approx 1/3-span. The tail surfaces were constructed in a similar fashion also braced with struts.
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The Short Type 827 was a two-bay biplane with unswept equal- span wings, a slightly smaller development of the Short Type 166. It had a box-section fuselage mounted on the lower wing. It had twin floats under the forward fuselage, plus small floats fitted at the wingtips and tail. It was powered by a nose-mounted 155 hp (116 kW) Sunbeam Nubian engine, with a two- bladed tractor propeller.
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She begins by addressing the "grand marble" and "gilded" statues and monuments; these are called this way when the speaker compares them to the verse immortalizing the beloved. However, when compared to "sluttish time" they are "unswept stone besmeared". The same technique occurs in the second quatrain. Battle occurs between mortal monuments of princes, conflict is crude and vulgar, "wasteful war" overturns unelaborated statues and "broils" root out masonry.
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The wing is mounted on a boom which mounts the pusher engine at its rear end and reaches forward beyond the nose, where it carries an unswept, rectangular canard. This has an elevator for pitch control. The flat sided pod fuselage is attached to the underside of the boom, with a glazed, single seat cabin forming the blunt nose. An inset rudder at the rear provides roll control.
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Mosaic showing doves drinking from a bowl, from Hadrian's villa, 2nd century AD, probably a copy of Sosus's work Unswept House, copy of Sosus' mosaic Sosus of Pergamon was a Greek mosaic artist of the second century BC. He is the only mosaic artist whose name was recorded in literature. After the conquests of Alexander the Great, the Greeks of major centers such as Pergamon and Alexandria displayed their wealth in decorations that included mosaics.
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It was a two bay biplane with constant chord, unswept, unequal span wings with rounded tips. The wings were entirely wooden, with multiple spars and stressed plywood skin. The upper wing was significantly longer, broader and thicker than the lower and was in three parts, with a rectangular central portion that was mounted over the fuselage on two outward-leaning streamlined steel struts from the upper fuselage on each side. This section had no dihedral.
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The F.K.45 was the result of a 1931 order from René Paulhan, a French test pilot with Nieuport-Delage, for a light aerobatic aircraft. It was first flown in February 1932, though not delivered to Paulhan for two more years. It was a single bay biplane, with equal span, unswept wings of constant chord and strong stagger, braced with N-form struts and flying wires. Ailerons were mounted on both upper and lower wings.
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From about 1950 to his death in February 1981, Iosif Șilimon was Romania's most prominent glider designer, his aircraft distinguished by his initials. The IS-4 first flew on 5 June 1959. It was a high wing cantilever monoplane with an all wood structure and was largely plywood skinned. The wings, mounted with 2.5° of dihedral, were double straight tapered, with a little more taper outboard and an almost unswept leading edge.
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Its parasol wing is of single spar construction, with straight, swept leading edges and unswept trailing edges outboard of a short parallel chord centre section. This wing has an aspect ratio of 16, more than twice that of the Scud 1\. It carries outboard ailerons but there are no flaps or airbrakes. The wing is supported by two parallel pairs of thin lift struts from the mid-fuselage longerons to centre section mounting points.
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The Heinkel HD 20 was one of the early products of post-World War I aircraft companies after the Allies aviation ban was lifted. HD stood for or Heinkel biplane. The HD.20 had unswept wings of mixed construction with wooden spars, two in the upper wing and one in the lower, and steel ribs; they were fabric covered. Both wings had constant chord over the inner section and semi-elliptical outer panels.
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Data from Jane's All the World's Aircraft 1984/85 and Fox-Papa ;JC-01: Original version with 48 kW (65 hp) Continental A65 engine and unswept rudder. Later the prototype was modified with a swept rudder. At least one was built with a Limbach L1700 engine. Tailwheel undercarriage. First flown 16 March1976. ;JC-2: Similar to JC-01 but with a 67 kW (90 hp) Continental C90, 50% heavier, swept vertical tail and tricycle undercarriage.
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The two outer sections had parallel, straight and unswept leading and trailing edges and straight, angled tips. They were also cut away at their inner ends, where they met a rectangular, reduced chord centre section, producing a cut-out out over the rear seat. Narrow chord ailerons filled most of the trailing edge. The wings were of mixed construction with pairs of duralumin spars and wooden ribs but the ailerons were all-metal.
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Dewoitine aircraft, gliders and ultralights apart, had generally been metal-framed but the all-wood D.14 was an exception. Designed as a civil transport, it could carry up to six passengers or a mixture of passengers and freight. It was a high wing monoplane with a two part, straight-edged, unswept wing of constant chord out to angled tips. Each half-wing was built around two spars and was fabric covered.
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The Descamps 27 was a two bay biplane. Its upper and lower wings had the same constant chord and the same spans when the overhangs of the balanced ailerons, fitted only to the lower wing, were included. There was forward stagger, so each pair of parallel interplane struts leant forward. The upper wing was unswept but the lower wing had about 7° of forward sweep to improve the pilot's forward and downwards field of view.
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Two RAAF F-111 aircraft during alt=Front view of two jet aircraft in two-tone green camouflage scheme in-flight, wings unswept. The trailing aircraft is slightly off-centered to the right In June 1960, the United States Air Force (USAF) issued a requirement for an F-105 Thunderchief replacement.Wilson 1989, p. 129. The U.S. Navy began a program to develop a new air defence fighter for use on its large aircraft carriers.
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A schlieren photograph showing the compression in front of an unswept wing at Mach 1.2 shotshell projectile exiting a barrel. Schlieren photography (from German; singular: Schliere, meaning "streak") is a visual process that is used to photograph the flow of fluids of varying density. Invented by the German physicist August Toepler in 1864 to study supersonic motion, it is widely used in aeronautical engineering to photograph the flow of air around objects.
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It was built around a single spar with a plywood covered torsion box ahead of it around the leading edge. Behind the spar the wing was fabric-covered. The leading edge was straight and unswept, and over the inner half span section the trailing edge ran parallel, apart from a root extension rearwards to blend wing and fuselage. The outer panels were straight-tapered, with short span, slotted ailerons that were fabric-over-ply-covered.
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In plan the wings were straight-tapered, with an unswept leading edge and rounded tips. Its air- cooled, seven cylinder, Pobjoy R radial engine was supplied with its own long- chord cowling which was merged smoothly into the forward fuselage. Gearing off-set the propeller drive shaft upwards. Behind, the SF-1's cabin for two, sitting side-by-side, was under the wing and was accessed via external steps and wide doors.
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The Albert A-10 had a cantilever, one-piece parasol wing of thick section mounted on four short, vertical struts from the fuselage. The wing was unusual in plan, with a convex leading edge and a straight, unswept trailing edge, rather like that of Albert's earlier Albert TE.1 parasol winged single-seater. Narrow-chord ailerons occupied all the trailing edge. The wing structure included multiple spruce and plywood box-spars and ply skin.
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Design work on the MG-1 began in October 1981. It was a low wing monoplane with spruce and plywood wings with a forward sweep of 1.5° at quarter chord mounted with 3.25° of dihedral. The ailerons were fabric covered; there were no flaps but wooden airbrakes extended above and below the wing. The cantilever, unswept empennage was similarly constructed and the low set tailplane carried elevators with a trim tab on the starboard side.
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A straight, unswept wing experiences high drag as it approaches the speed of sound, due to the progressive buildup of sonic shockwaves. Sweeping the wing at an angle, whether backwards or forwards, delays their onset and reduces their overall drag. However it also reduces the overall span of a given wing, leading to poor cruise efficiency and high takeoff and landing speeds. A fixed wing must be a compromise between these two requirements.
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Despite this, the Albatross was not put into production. Apart from its power unit, the Albatross was a fairly conventional high-wing monoplane glider. Its wing was an all-metal, single-spar structure and of unswept, straight-tapered plan. There were plain ailerons and two-part flaps; the inboard and outboard sections of the flaps were linked, but the inboard part had greater deflections and could be used as an air brake.
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Seen in plan the leading edge may be straight, curved, kinked or a combination of these. A straight leading edge may be swept or unswept, while curves or kinks always mean that part of the leading edge is swept. On a swept wing the sweep angle may differ from that of the wing, as wing sweep is conventionally measured at the airfoil 25% chord line. However on a delta wing the leading edge sweep defines the wing sweep.
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The P 211.02 was similar to the P 211.01 but, since low cost and ease of manufacture were important, had a simpler straight, unswept wing. The wing was placed in the shoulder position, slightly below the top of the fuselage. The P 211.02 was designed by Richard Vogt and included wood in its construction. Parts of the plane were built, such as the steel air-intake/fuselage load-bearing structure for the single BMW 003A-1 engine.
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Cabane struts carry the wing over the cabin. The tail unit is a GFRP structure with a straight edged, tapered, swept fin and balanced rudder which carries the unswept, straight edged tailplane, braced from above, a little above the upper fuselage line. The elevators are split by the rudder; the port surface has a trim tab. Different variants of the Korvet have been fitted with several different engine types; some have a single engine and some are twins.
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The single example of the E.T.186 training glider was built to Enzo Tadeschi's design by seven students of the Modena Aeronautical Association. It was a simple, wood framed aircraft, covered with a mixture of plywood and fabric. Its high single spar wing was mounted over the fuselage on a pedestal and braced to the lower fuselage with a single faired metal strut on each side. The wing was unswept and had constant chord, ending in rounded tips.
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A dismantled Hippie fits into a 5 m × 1.10 m × 0.66 m (16 ft 5 × 3 ft 7 in × 2 ft 0 in) container. The wings of the Hippie are high set with noticeable positive dihedral. They are unswept, with constant chord and have small end-plate fairings at the tips. They are built from glass and carbon reinforced plastics, with plastic skins and braced to the lower fuselage with a single strut on each side.
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The A-1 had a one piece, cantilever wing with swept leading edges, an unswept trailing edge and blunted tips. It had a reflex, Joukovsky airfoil section and was thick in the centre, thinning outboard where tapered ailerons reached out to the tips. It was built around pairs of swept wooden spars with plywood skin from the forward one around the nose forming a torsion resisting D-box. The rest of the wing was covered with silk (pongée).
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1029-33 The Partridge was a single bay biplane with the unswept constant chord square tipped wings characteristic of Boulton & Paul at this time. There was slight stagger and only the lower wing, smaller in span and chord, had dihedral. The interplane struts leaned outwards markedly and the centre section struts more so. Initially there were ailerons only on the upper wings, but soon they were added to the lower wing with a noticeable vertical interconnecting rigid link.
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In plan the wing was largely trapezoidal out to blunt tips, with most of the sweep on the trailing edges, though it had a short span centre-section with an unswept leading edge and a deep cut-out in the trailing edge to improve the field of view from the cockpit. The thickness/chord ratio of the outer panels decreased progressively towards the tips. There was no dihedral. High aspect ratio ailerons filled the entire trailing edges.
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From about 1950 to his death in February 1981, Iosif Silimon was Romania's most prominent glider designer, his aircraft distinguished by his initials. The IS-8, a two-seat shoulder wing cantilever monoplane, first flew on 14 September 1960. Its wings had an all wood structure and were mounted with 2.5° of dihedral. They were significantly forward swept, by 7° at quarter chord, with a constant chord inner section and strongly tapered outer panels with unswept leading edges.
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The small Turbomeca Marboré turbojet engine was mounted in the central lower fuselage, fed from wing root inlets and exhausting under the raised rear fuselage just aft of the wing trailing edge. Fuel was supplied from one fuselage and two wing tanks. The horizontal tail was unswept and straight tapered, with squared tips, the starboard elevator carrying an electrically operated trim tab. The fin and rudder were also straight tapered but swept, with a long, low dorsal strake.
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The WLM-1 is a high wing glider. It has an all-wood structure and, with the exception of the rudder, is entirely plywood covered. In plan the wing has straight taper out to rounded tips, with an unswept leading edge, and is built around two spars. It has a thin section with a thickness-to-chord ratio of only 13% at the root, reducing to 7% at the tip, and is set with 1.5° of dihedral.
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In this context reconnaissance meant two-seaters, as opposed to the single-seat scouts. At that time reconnaissance or scouting was seen as the only military purpose of aircraft. The R.E.1, completed in July 1913, was described in contemporary reports as intended for the same purposes as the B.E.2, using the same engine but being an aircraft of more modern refinement. It was a single bay biplane with equal span, constant chord wings, unswept but with stagger.
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Like the Hercules, the DH.72 had unswept, unstaggered parallel chord wings of equal span. The new aircraft's span, though, was 19.5% bigger and the wings were of three rather than two-bay construction. There were ailerons on both wings and slots on the upper ones. To provide clearance for the propeller of the central engine, the upper wing was high above the fuselage; the lower wing was attached about one third the way up the fuselage side.
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The SL-122 is designed for crop spraying. It is a high-wing monoplane with an unswept, constant chord wing with square wing tips braced with a single strut to the lower fuselage on each side. The wing has flaps and automatic slats for low speed flight. Two Rotax 912 ULS2 liquid cooled flat four engines are mounted over and ahead of the wing leading edge, as close together as the disks of the three blade propellers allow.
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For a wing of given span, sweeping it increases the length of the spars running along it from root to tip. This tends to increase weight and reduce stiffness. If the fore-aft chord of the wing also remains the same, the distance between leading and trailing edges reduces, reducing its ability to resist twisting (torsion) forces. A swept wing of given span and chord must therefore be strengthened and will be heavier than the equivalent unswept wing.
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Spitfire wing may be classified as: "a conventional low-wing cantilever monoplane with unswept elliptical wings of moderate aspect ratio and slight dihedral". The wing configuration of a fixed-wing aircraft (including both gliders and powered aeroplanes) is its arrangement of lifting and related surfaces. Aircraft designs are often classified by their wing configuration. For example, the Supermarine Spitfire is a conventional low wing cantilever monoplane of straight elliptical planform with moderate aspect ratio and slight dihedral.
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In contrast to the Június-18, its leading edge was straight and unswept, with blunter wingtips, shorter ailerons and no flaps. In 1953 the tips were given small "almond" fairing, though these were removed in 1960. Its fuselage and tail was originally unchanged from the Június-18 but in 1960 they were replaced by those of a R-22SV C-Futár. At the same time the span was reduced to to allow it to compete as a maximum span Standard Class sailplane.
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Messerschmitt Me 262A at the National Museum of the United States Air Force The first generation of jet fighters comprised the initial, subsonic jet- fighter designs introduced late in World War II (1939–1945) and in the early post-war period. They differed little from their piston-engined counterparts in appearance, and many employed unswept wings. Guns and cannon remained the principal armament. The need to obtain a decisive advantage in maximum speed pushed the development of turbojet-powered aircraft forward.
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The fs28 is a twin-boom, pusher configuration low mid-wing monoplane. The wing has an Eppler profile, quite new in the 1970s, and is straight tapered with a swept leading edge and unswept trailing edge, resulting in 6.75° sweep at quarter chord. It is constructed from a sandwich of glass fibre and rigid foam and has 4.5° of dihedral. Fowler flaps, in two sections separated by the tail booms, fill the trailing edge out to the plain, untabbed ailerons.
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A fuselage which deepened rapidly behind a small radial engine and ended with a fin integrated into it, together with a tricycle undercarriage with a tall and faired front leg, gave the Aircar an unusual appearance.Grey 1938, pp. 271c–272c. The Aircar was a single bay biplane with parallel chord, unswept wings with strong stagger. The wings were built around two wooden spars, with metal ribs and edges but fabric covered; they were fixed to the upper and lower fuselage.
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The two piece, 3-ply covered wing was built around twin spruce flanged box spars with 3-ply webs. In plan it had constant chord and was unswept; the wingtips were angled and the short ailerons tapered slightly outboard. Each wing was braced to the fuselage with a parallel pair of airfoil section struts from the wing spars to the lower fuselage longerons. Behind the engine the fuselage was rectangular in cross-section, with four longerons and 3-ply covered.
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If the recommended Rolls-Royce Buzzard or Armstrong Siddeley Leopard engines were used, the performance parameters could be met but the fuel consumption made the aircraft overweight; if a smaller Rolls-Royce Kestrel was used, then with its lower consumption the weight limits could be met but not the performance. The design process was thus a struggle to reduce weight. The H.P.46 was a single bay biplane with constant chord, unswept foldable wings carrying slight stagger but of unconventional appearance.
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Although the X-3 never met its intention of providing aerodynamic data in Mach 2 cruise, its short service was of value. It showed the dangers of roll inertia coupling, and provided early flight test data on the phenomenon. Its small, highly loaded unswept wing was used in the Lockheed F-104 Starfighter, and it was one of the first aircraft to use titanium. Finally, the X-3's very high takeoff and landing speeds required improvements in tire technology.
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In plan it is straight tapered with unswept leading edges, resulting in forward sweep of 2° at one quarter chord. There is 4° of dihedral and 2° of washout. Its ailerons are slotted and fabric covered and spoilers, mounted behind the spar at about one third span, open above and below the wing. The fuselage is a flat sided monocoque which tapers gently to the rear, with the straight tapered tailplane mounted on top of it and forward of the fin.
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It received no Bristol type name at the time and as a pre-First World War type, it did not get a retrospective Type number in 1923. For that reason it is usually referred to by its Bristol construction number, 120, or as the Hydro no.120. It was a single-bay biplane with unswept and unstaggered wings. The circular- section fuselage was mounted between the wings with a gap below and unusual framed struts above at the centre section.
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The Wib 1 was an aerodynamically clean single bay biplane, with square ended, constant chord unswept wings, mounted with slight stagger and braced with pairs of parallel interplane struts assisted by wires. It had short span, broad chord ailerons only on the lower wings. The fabric covered wings were metal framed like the rest of the aircraft. There was a rounded central cut- out in the trailing edge of the upper wing, under which the pilot sat in his open cockpit.
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Loveland's skillful ship-handling and that of his deck crew, the damage to Hobson was superficial. Hobson remained close aboard the stricken cargo ship until daylight when safe water was finally reached, the ships having crossed thirteen and one-half miles of unswept water. Hobson remained on scene over the next twenty-four hours, and until S.S. Johns Hopkins was successfully returned to port by a Navy fleet tugboat with no loss of life or injury to her personnel or troops.
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The Bristol T.T.A was designed in 1915 to a War Office requirement for a local defence aircraft. The T.T.A was a two-seat, twin-engine biplane with T.T. standing for twin tractor; the Bristol Type number 6 was added retrospectively in 1923. The guiding principles in the design were compactness and a wide field of fire from both cockpits. The T.T.A was an unswept biplane with slight stagger, the wings having constant chord and carrying long ailerons on the upper planes.
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The parallel chord, unswept, high aspect ratio canard, carried on its constant diameter tube in the manner described in the patent, providing lift and both yaw and pitch control. The first flight date is uncertain but the Colibri was complete by late 1979. The written record post-1980 is sparse but photographs show it was still flying in 1990, when it appeared at a display in Belgium. It had visited the UK in 1989, coming to the PFA meeting at Cranfield.
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As the full company name (Rohrbach Metall- Flugzeugbau) makes clear, all Rohrbach aircraft were all-metal, including their duralumin skinning. The Robbe was a monoplane with a high wing described at the time as a semi-cantilever structure, meaning that there were no rigid wing struts but that it retained external bracing with flying wires to the wings from the lower fuselage. The wings were mounted with 5° of dihedral. In plan they were straight tapered, with unswept leading edges and blunt tips.
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The Albert A-20 had a cantilever, one-piece, thick section, high wing with a convex leading edge and a straight, unswept trailing edge, similar to the wings of the Albert TE.1 and Albert A-10. Narrow-chord ailerons occupied all the trailing edge. The wing structure included multiple spruce and plywood box-spars and variable thickness ply skin. It was powered by two wing-mounted Walter NZ 60 five- cylinder radial engines with their mountings enclosed in streamlined aluminium fairings.
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In particular, as well as the retractable conventional undercarriage it had a standard glider landing skid so new pilots could take-off on wheels, retract them and land on the skid in the way they were used to. After becoming familiar with the Alzavola they could put the wheels down before landing. The wing had a constant chord, unswept central section and straight tapered outer panels with rounded tips. The outer panels' trailing edges were entirely filled with the ailerons.
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The SB-8 is similar to the SB-7, which also had an aspect ratio of 23. It performed well but had difficult handling characteristics, attributed to its Eppler aerofoil section. The SB-8 has an wingspan, a two-piece wing of Wortmann FX 62 profile with an unswept leading edge, a slightly tapered centre section, and more strongly tapered outer sections. It is built around a box beam, with balsa ribs and a torsion shell of glass fibre laid over balsa.
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This engine location also freed up space under the nose, allowing designers to use tricycle gear, thereby elevating the engine exhaust path and reducing the risk that the hot blast would damage the aircraft carrier deck.Mesko 2002, p. 5. The construction methods and aerodynamic design of the Phantom were fairly conventional for the time; the aircraft had unswept wings, a conventional empennage, and an aluminum monocoque structure with flush riveted aluminum skin. Folding wings were used to reduce the width of the aircraft in storage configuration.
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Aircraft which approach or exceed the speed of sound sometimes incorporate variable-sweep wings. These wings give a high aspect ratio when unswept and a low aspect ratio at maximum sweep. In subsonic flow, steeply swept and narrow wings are inefficient compared to a high- aspect-ratio wing. However, as the flow becomes transonic and then supersonic, the shock wave first generated along the wing's upper surface causes wave drag on the aircraft, and this drag is proportional to the span of the wing.
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The Lithuanian LAK-16 primary glider was designed by Gintaras Sabaliauskas and Kęstutis Leonavičius as a successor to the LAK-14 Strazdas. For its first flight, it was fitted with a LAK-14 wooden wing but on later examples the wood was replaced with more modern materials. The LAK-16 is a high braced wing monoplane, with a simple parallel chord. Its wing is unswept and fabric covered, with broadly curved tips; on early production models it had a glassfibre single spar, glassfibre leading edges and ribs.
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Its wings were built around two spars and were aerodynamically thick; in plan they were unswept and of parallel chord, ending in asymmetrical elliptical tips. Ailerons filled about half the span. Mounted with about 2° of dihedral, they were braced to the fuselage on each side by a parallel pair of faired wooden struts which ran from the bottom of the fuselage to the wings at about one third span. The EB.1 had a deep sided, hexagonal cross section fuselage, ply covered forward and fabric aft.
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The Hanriot HD.20 was an all-metal two bay biplane, though the inner bay was relatively narrow. Outward leaning parallel pairs of interplane struts, assisted by wire bracing, divided the bays. The wings had significant stagger and the lower plane had the greater span; in plan the wings were straight edged, unswept and of constant chord, with angled tips. Ailerons were fitted only on the upper plane and were short span and overhung, that is, their horn balances projected beyond the wing tips.
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North American's design, designated the T2J-1 by the US Navy, was a mid-winged monoplane with trainee and instructor sitting in tandem on North American-built ejection seats, with the rear (instructor's) seat raised to give a good view over the trainee's head. The aircraft's unswept wing's structure was based on that of the FJ-1 Fury, while its control system was based on the T-28C.Air International October 1973, p. 164. It was powered by a single Westinghouse J34-WE-46/48 turbojet, rated at .
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First flown in November 1914 the Two-Seat Scout was developed from the 1914 Circuit of Britain seaplane. It was two-bay unswept biplane with equal span wings and ailerons fitted on all four wings and a braced tailplane and a single rudder. It had a fixed tailskid landing gear with a cross-axle type main gear with twin wheels carried on vee legs under the fuselage. It was powered by a nose-mounted 100 hp (75 kW) Gnome Monosoupape rotary engine driving a two-bladed propeller.
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The chief aim of Ernst Ritter von Loessel, the C 17's designer, was to produce a light two-seater with just enough power to be useful as a touring, sports or training aircraft whilst being economical to fly. Fuel economy further was enhanced by its clean, low wing, cantilever monoplane layout. Each wing had an unswept inner part with constant chord and a constant, thick section. The outer panels, which carried the ailerons, were slightly tapered in plan and strongly thinned outwards to angled tips.
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The P 213 was a conventional high-wing monoplane with unswept, tapered wings and an inverted v-tail. The pilot was positioned just in front of the wing, the jet intake in the nose and the Argus As 014 pulse jet beneath the aft fuselage. However the structure was unconventional. Its fuselage skinning was to be two steel half-shells joined together, with the main structural loads and equipment carried by a fabricated steel core comprising the engine intake duct and main fuel tank.
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The K 10 is a cantilever shoulder wing glider with a single spar wing built from pine and plywood. Its covering is mostly fabric but glass fibre is used in places where the surface has double curvature. Airfoils by F.X. Wortmann replaced the NACA 63 series profiles of the successful Schleicher Ka 6 with the intention of producing higher speeds. The leading edge is straight and unswept, but a swept trailing edge produces a forward sweep at quarter chord of 1.2°. There is 3° of dihedral.
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The outer panels had no dihedral and were strongly straight tapered, with a taper ratio of 1:4.7, though the trailing edges were unswept. They were also strongly tapered in thickness. Its large area wing and consequent low wing loading meant the Obs flew slowly. The thin, narrow chord wing tips carried endplate fins; like those on some of Lippisch's Storch tailless gliders, these carried rudders that were coupled to the conventional rear rudder, assisting it and allowing the Obs to have a short fuselage.
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Ciani designed the Eventuale with the intention of combining the cross country speed of his Urendo with the low speed thermal climb ability of the CVV-6 Canguro. Like his other designs it was built by Sezioni Sperimentale di Volo a Vela (SSVV) of Milan. It had a wooden, straight tapered, mid-mounted wing built around a single spar and entirely plywood covered. The wing spar had slight forward sweep; the wing leading edge was unswept but there was marked forward sweep on the trailing edge.
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An all-moving tapered elevator with an unswept leading edge and a trailing edge notch for rudder movement was mounted on the fuselage mid-line. The Fafnir 2 landed on a long skid, running from the nose almost to the wing trailing edge. A drop-off dolly was sometimes used for take-off. When first built its cockpit, ahead of the wing leading edge, had a stepped, multi-framed glazed canopy though by 1937 this had been reworked to blend smoothly into the forward fuselage line.
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The engines proved heavier than originally expected, and the sweep was added primarily to position the center of lift properly relative to the center of mass. (The original 35° sweep, proposed by Adolf Busemann, was not adopted.)Christopher, John. The Race for Hitler's X-Planes (History Press, The Mill, Gloucestershire, 2013, p.48. On 1 March 1940, instead of moving the wing backward on its mount, the outer wing was re-positioned slightly aft; the trailing edge of the midsection of the wing remained unswept.
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However, the unswept, straight tapered foreplane has a much greater fore/rear wing span ratio (about 80%) than most of this type, for example 66% for the World War II Miles Libellula. The whole trailing edge of each rear wing, which has a dihedral of 2°, is occupied by a combination of outboard mass balanced ailerons and inboard plain flaps. The foreplane has full span elevators and slightly turned down tips. The wings, like the rest of the Airelle's structure, is largely carbon fibre.
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No early difficulties were encountered off Okinawa by Revenge. She operated just off the invasion beaches, where strong tides caused some anxiety and these very tides caused to drift into unswept waters 28 March, where she struck a mine and sank. In the attendant rescue operations, Revenge cleared a path to one side of Skylark while cleared a path to the other. Rescue work was so efficient that only five men died in the stricken minesweeper, and they were killed in the initial explosion.
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Caudron C.23 The C.23 BN.2 was designed to be a night bomber able to reach Berlin with a bomb load. The French BN.2 military category indicated a two-seat night bomber but the C.23 had a crew of three. It had much in common with the Caudron C.22 but was almost 50% larger in span, requiring an extra bay and more powerful engines. It was a large five bay biplane, with fabric covered, constant chord, unswept wings with angled tips.
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The Shershen' is a development of the company's earlier Retro. It is a kit built tandem seat single bay biplane; the prototype, Shershen'-3 and -14 have V-form interplane struts, their forward members in broad chord fairings, but the Shershen'-2 has more slender, N-form struts. All have diagonal flying wire bracing and an upper wing 8° of quarter-chord sweep, with an unswept lower wing. The -2 is rigged with 3° of dihedral (aircraft) on the upper wing and 2.33° on the lower one.
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The Pipit was Parnall's submission to Air Ministry specification 21/26, which called for a single-seat shipborne fighter. The same specification attracted a version of the Vickers 141, modified from the original landplane fighter and the private venture Hawker Hoopoe The specification required operation off deck or water. The Pipit was a single-bay biplane with staggered, equal-span wings, unswept and of constant chord. The upper wing only carried dihedral; the ailerons were on the lower wing, extending over most of the span.
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The Pensuti 2 was a very compact, low-powered triplane flown in about 1918. Its first flight, piloted by Lt. Lodovico Montegani, was delayed by the death of its designer and Caproni test pilot Emilio Pensuti in an unrelated aircraft crash. Designed to do in the air "what bicycle [sic] does for the man on the road", it was categorised post-World War I as a small sporting aeroplane. The single-seat triplane had unswept rectangular wings, each with a full span of only 4 m (13 ft 1 in).
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The Schweizer SGS 1-36 Sprite experimental prototype, registered N502NA, was acquired by NASA's Dryden Flight Research Center at Edwards, California and used for research into controlled, deep-stall conditions at an angle of attack of more than 30 degrees. The Sprite was used for the test program because of its slow speed and the simple aerodynamics of its long unswept wing. Schweizer Aircraft modified the Sprite's horizontal stabilizer to allow it to produce an elevator angle of up to 70 degrees. NASA also modified the Sprite to permit better pilot entry and exit.
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In terms of its basic configuration, the C-101 is a low-mounted monoplane, the wings were unswept. The cockpit, which was relatively spacious amongst its peers, accommodated a crew of two in a tandem seating; the seats were staggered to provide the instructor in the rear position with greater visibility. The fuselage provided considerable internal space, permitting the installation of various additional aviation or supplemental systems as to suit future requirements or other secondary roles. Foreseen secondary roles included ground attack, armed escort, photographic reconnaissance, and as an electronic countermeasures (ECM) platform.
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In January 1918, the Admiralty issued specification N.1B, seeking an aircraft to replace the Sopwith Cuckoo torpedo bomber. While the Cuckoo was successful, it could only carry a 1,000 lb (450 kg) Mark IX torpedo, which was not believed to be powerful enough to sink large armoured warships. The specification therefore required an aircraft capable of carrying a 1,436 lb (647 kg) Mark VII torpedo, which had a much larger warhead. In response, Harris Booth designed the Blackburd, a large, three-bay biplane with unswept, unstaggered wings and a slab-sided fuselage.
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In 1993, the International Herald Tribune stated that "the show itself was central casting's idea of Paris couture – all unswept Carita chignons, solid makeup and the girls plodding out in drop-dead gowns. Yet all seemed as thrilled as Cinderella that someone had waved a mascara wand to give them old-fashioned glamour." For many of the débutantes, le Bal is their introduction to the world of high fashion. For example, in 2008, French actor Jean Rochefort's daughter Clémence, who wore Nina Ricci, said that it was her first time in haute couture.
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Ermanno Bazzucchi was a nineteen-year-old student at the Polytechnic University of Milan when he designed and built his first aircraft, the EB.1 Littore, in 1936. The EB.2, a simpler and lower performance glider with a shorter span and straight edged tail surfaces followed it in the same year, built by students of Tradate Bishop College. The EB.2 was a high wing braced monoplane. Each wing was built around a single spar; in plan they were unswept and of parallel chord, ending in blunted tips.
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The leading edge was almost unswept and the tips rounded. The wing had positive dihedral outboard of the engines. The trailing edges carried short span, tabbed ailerons and split flaps which reached past the lower engine fairings to the wing roots. The twin engines were mounted forward of the leading edge with the propeller shaft in the wing plane; the mainwheels of the conventional undercarriage retracted backwards into the extended underwing engine fairings. The FC.20 had a twin tail, with elliptically shaped endplate vertical surfaces almost equally divided vertically between fin and rudder.
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The two parts were then joined at their base and separated above, with tie-bars about halfway up, into an elongated V. The tourer was a single bay biplane with of stagger. Its wings had parallel, unswept edges and angled tips. The lower wing had a span less than the upper and only it carried ailerons, which were broad-chord and filled most of the span. The wings were supported centrally on the horizontal top and bottom members of the master-frame, with the lower wing passing under the fuselage.
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In 1929 Luigi Teichfuss produced the Nibio I, his first primary glider with a conventional fuselage rather than an open girder frame. Ten years later he designed an improved version, the Balilla. It was a simple, low cost, robust, high wing, strut braced monoplane with an unswept, constant chord, elliptically tipped wing. Mounted with dihedral, this was supported over the fuselage on a narrow pedestal and braced on each side by a parallel pair of faired lift struts from the lower fuselage to the wings at about half span.
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Later this fairing was replaced with a stepped and fully glazed canopy. All the tail surfaces were fabric covered: an all-moving tapered elevator with an unswept leading edge was mounted on the fuselage mid-line below a small, straight edged fin which carried a large, rounded rudder mounted at the keel and moving in a shallow elevator cut-out. Launching accidents showed this exposed low mounting to be a dangerous weakness. A skid, running from the nose to under the wing trailing edge acted as an undercarriage.
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First flown in May 1930, the Robinson Redwing appeared at the peak of the boom in light aircraft enthusiasm in the UK. It was a single bay biplane with simple, parallel pairs of interplane struts. With only slight stagger, the wings were easy to fold. They had equal span and chord and were unswept, with straight and parallel edges apart from rounded tips and a wide cut-out at the centre of the trailing edge for pilot visibility. The fuselage was rectangular in cross section, tapering rearwards and with a rounded decking.
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In August 1923, British aircraft manufacturers were invited to submit designs to Air Ministry Specification 26/23, which called for a single Rolls Royce Condor-engined two-seat day or night bomber. The Berkeley was Bristol's response, designed largely by W.T. Reid with finishing touches from Bristol's longtime chief designer, Frank Barnwell. It was a fabric-covered all-metal structured three-bay biplane, with equal span, unswept and unstaggered wings with Frise-type ailerons on the upper and lower planes. Structurally, the wings were of rolled steel and duralumin.
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The trailing edges of the elevators were unswept, not forward swept as on the C.12. The Pander D had a single piece, two spar wing which was attached to the upper fuselage longerons with pairs of yoked U-bolts. The spars were of the box type with spruce flanges and plywood webs, the front one forming a narrow chord D-box with ply covering around the wing leading edge. Aft of the front spar, the wing and ailerons, the latter mounted on false spars, were fabric covered.
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Its fuselage is constructed of steel tube with aluminium panel covering, while the wings, which are unswept and have 6 degrees of dihedral, are of all metal (aluminium) construction. It has an enclosed cockpit for the pilot, and a glassfibre 270 gallon (1022 litre) chemical hopper in the forward fuselage. It was designed for crop dusting and liquid spraying, and was certified in 1967. In 1970, the Model 201A was introduced that had a larger chemical hopper and fuel capacity; it was also built as the Model 201B with minor improvements.
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Its unswept, constant chord, round-tipped wings had an unequal span and strong stagger, the latter partly to enhance the pilot's view. It was a single bay biplane braced with outward-leaning N-form interplane struts, with the upper plane held a little above the upper fuselage by cabane struts. The fabric- covered wings had metal spars and spruce ribs and carried balanced ailerons only on the upper wings. The Nimrod's fuselage was a Warren girder structure of tubular steel and aluminium, surrounded by stringers which defined its oval cross section.
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The Aero L-29 Delfín was a jet-powered trainer aircraft, known for its straightforward and simplistic design and construction. In terms of its basic configuration, it used a mid-wing matched with a T-tail arrangement; the wings were unswept and accommodated air intakes for the engines within the wing roots. The undercarriage was reinforced and capable of withstanding considerable stresses. According to Fredriksen, the L-29 was relatively underpowered, yet exhibited several favourable characteristics in its flight performance, such as its ease of handling.Fredriksen 2001, p. 4.
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The Council of Ministers ordered the Ilyushin design bureau on 12 February 1946 to begin work on a bomber that would use four of the new TR-1 jet engines. Experiences with the first generation of jet fighters had revealed unsuspected problems involved with high-speed flight and Ilyushin devoted much effort to mitigate them. The long and thin unswept wing was conventional in appearance, but it was shaped to improve lateral stability at high angles of attack and to prevent the onset of tip stall.Gordon, Komissarov, and Komissarov 2004, p. 108.
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In 1932 the Grüne Post, a popular German Sunday newspaper, approached Alexander Lippisch, a successful glider designer, for plans of a club glider that they would make available to their one million readers. The resulting simple single seat aircraft, named after the paper, was broadly similar to his earlier Prüfling design of six years earlier. The performance of the two types was also similar. The Grüne Post had a constant chord, unswept wooden wing built around two spars and fabric covered except at the leading edge, which was plywood skinned.
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The wings were attached to the fuselage upper longerons at their roots and braced to the lower fuselage by a V-form pair of struts from the lower fuselage at about 35% span. The rear wing was a one piece structure, trapezoidal in plan with an unswept leading edge and constructed like the forward wings. It also had ailerons and flaps, though there were no slats. It was a cantilever structure, attached to the lower fuselage in a way that allowed its angle of attack to be adjusted on the ground.
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René Leduc, who shared his name with the producer of post- war French ramjet aircraft, was an amateur aircraft builder and, in the 1930s, was chief test pilot at the Nantes aero-club. His earliest design, a glider designated RL.1, flew in 1928. Design work on the RL.12 began in 1934, construction started the following year and the first flight was made on 2 July 1939. The RL.12 was a parasol wing monoplane; its wing was unswept, without dihedral and with constant chord out to blunt tips.
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Apart from its rear mounted pusher propeller, shaft driven from a centrally mounted engine, the W-1 was unusual in other respects. It was an all-metal aircraft; a single bay biplane with constant chord, equal span, unswept and unstaggered wings, braced by parallel interplane struts assisted by flying wires. There were ailerons on both upper and lower planes, externally connected. The deep, flat sided and flat topped fuselage entirely filled the interwing space, with the pilot's open cockpit immediately level with and ahead of the upper wing leading edge.
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An Attacker FB2 on the ground, August 1952 The Supermarine Attacker was a navalised jet-propelled fighter aircraft, the first jet-powered aircraft to be introduced into FAA service. While originally designed to a wartime requirement for the RAF, it was not introduced until the early 1950s, and was ultimately developed for use aboard aircraft carriers. For a jet aircraft, the Attacker's design was unusual, with a tail-dragger undercarriage with twin tailwheels, as well as an unswept wing. The flight controls were relatively conventional, based on those of the Spiteful.
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The Rooster was not intended for production but to explore the soaring performance of a biplane. It is an unequal span biplane, not technically a sesquiplane but with a lower wing with 2/3 the span of the upper one. The aspect ratio of the latter is 10, that of the lower about 6.7 and both planes are unswept with constant chord. The wings are wood framed and fabric covered, with the lower ones mounted on the lower fuselage longerons and the upper on a short, thin pedestal from the fuselage top.
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The LeO H-10 (H for hydravion or waterplane) was a two-seat floatplane designed for reconnaissance work from Naval vessels. It was an unstaggered biplane with unswept wings of constant chord that could be folded for ease of onboard stowage. The interplane strut arrangement was unusual: outboard, there were conventional upright pairs but just inboard of these another pair ran diagonally in Warren girder style, replacing the conventional flying wires. The lower wing folded at a rear hinge on a short stub wing; outboard of the break was a single vertical strut.
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They also have practical drawbacks, notably a lack of room for fuel and storage of the landing gear. Swept wings are a way to lower the amount of effective curvature of a wing without having a longer physical chord. Instead of meeting the leading edge curvature directly, the sweep of the wing lengthens the path of the airflow over the wing by the sine of the sweep angle, increasing the effective chord. This allows a thicker wing to have the same critical Mach as a thinner unswept design.
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The fire broke out after smoke from an unswept chimney had seeped through an unchoked vent in a partition between the wooden and main walls in the Field Marshal's Hall. The wall began to smoulder and a fire broke out in the roof of the Small Throne Room of the Winter Palace. The dry waxed floors and the oil-painted fretwork caught fire immediately. The Court were at the Mikhailovsky Theatre when an aide-de-camp entered the imperial box and informed Prince Volkonsky, one of the ministers then present.
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The Caspian Sea Monster at Kaspiysk photographed with a KH-8 reconnaissance satellite in 1984. It remained the heaviest aircraft in the world throughout its 15-year service life, and served as the basis for Lun's development. Unlike the Lun, the KM featured a constant-chord main wing and a stabilizer with notable dihedral (visible in the image as a difference in brightness between the left and right side of the stabilizer) and an unswept aft trailing edge. Lun-class at Kaspiysk, Russia, in 2010 The Lun was powered with eight Kuznetsov NK-87 turbofans, mounted on forward canards, each producing of thrust.
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On October 10, Lieutenant Commander Bruce Hyatt was leading a force of one destroyer, and five minesweepers on a minesweeping patrol off Wonsan. The five minesweepers were as flagship, , , and , all similarly armed and built during World War II. On the morning of October 12, the formation was steaming in a channel between the islands of Rei-To and Soku-Semu when at 11:12, the warships changed course to 258 degrees into unswept waters. The channel is wide and long. USS Pirate just after hitting a sea mine At 11:54 five contact mines were discovered in intervals of and disposed of.
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The Sprintair has a low, cantilever, unswept, constant-chord wing, mounted with 4° of dihedral and with square tips which have slightly rounded leading edges. Structurally, the wing is a torsion box with a single main spar at 30% chord and a lighter rear auxiliary spar. Almost the whole trailing edge is occupied by a control surface, the outer parts hinged as ailerons and the inner halves as three position flaps. The fuselage is a metal semi-monocoque with a Rolls- Royce Continental O-200-A air-cooled flat four aircraft engine in the nose, driving a two-blade propeller.
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Developed from the unsuccessful Wight Bomber for use as an anti- submarine patrol aircraft, the "Converted" Seaplane was a straightforward adaptation of the landplane bomber to a seaplane. The aircraft was a three-bay biplane with unswept, unequal span, unstaggered wings. It had twin floats under the fuselage and additional floats at tail and wings tips. Initial production aircraft were powered by a 322 hp Rolls-Royce Eagle IV engine mounted in the nose driving a four-bladed propeller, with later production batches being powered by a 265 hp (198 kW) Sunbeam Maori engine owing to shortages of Eagles.
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The upper wing was given an unswept leading edge and hence had constant chord and the small lower wing was replaced by one with the same chord as the upper plane and a span almost its equal, mounted with marked stagger. No longer a sesquiplane, the splayed V interplane struts were replaced with more rigid N-form ones. Another bracing strut ran from the forward foot of the interplane strut to the top of the root to upper wing inner strut, to further improve torsional strength. At the rear, the little fin was remove and the rudder, still balanced, reshaped.
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Lippisch's development of his Aerofoil Boat, a ground effect vehicle for use over water, began whilst he was working in the aviation division of the Collins Radio Company in Cedar Rapids, Iowa, US. The first test of concept was the Collins X-112, flown in the mid-1960s. In 1967 development was continued in collaboration with Rhein- Flugzeugbau (RFB) in Germany, funded by the German government. This resulted in the X-113. The X-113 was an inverse delta aircraft; that is, it had a wing which was triangular in plan but with a straight, unswept leading edge.
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In a long series of single-engine fighters built by Dewoitine from the D.1 of 1922 to the 1940 D.521, the Dewoitine D.15 was the only biplane. An attempt to design a competitive but structurally less complicated machine, it was a single bay biplane with wings of unequal span mounted without stagger, braced by pairs of outward sloping parallel interplane struts, cross wire bracing and N form cabane struts. Ailerons were fitted only on the longer, upper wing. In plan the unswept wings had constant chord and straight edges, ending in angled tips.
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It was a large three-bay biplane with unswept, unstaggered and constant-chord wings of unequal span, the lower plane having a span less than the upper. Ailerons were carried on the upper wings; both wings folded for storage. The fuselage had similarities with the RNAS 504s though the overall length of the 528 was greater by about : both had a generous fixed fin in contrast to the all moving, comma shaped rudder of the RFC's 504s. The vertical stabiliser was also close in size to that of the 504, but the rather rectangular horizontal tail was nearly 60% greater in span.
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The optimum glide ratio of greater than 40:1 was good, but the high inter-thermal glide speed was exceptional. The Meteor was one of a group of mid-1950s gliders to use the NACA 6 series laminar flow airfoil first adopted by the Ross-Johnson RJ-5, which required careful attention to profile control and surface finish. In plan the wings are straight tapered with unswept leading edges and forward sweep on the trailing edge. The wing tips carries small, elongated bodies termed "salmons" to dampen tip vortices, as on the slightly earlier Bréguet Mouette and has a constant 2° of dihedral.
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The square cross-section fuselage was formed with steel tubes and covered with fabric, with a light, rounded, wooden upper decking. There were three open cockpits: one in the nose, another under the upper wing and the last, from which it was flown, just behind the upper trailing edge which had a shallow, rounded cut-out to aid the pilot's forward view. The tail surfaces were conventional and straight-edged, with angled leading edges and unswept trailing edges. The tailplane, mounted on the upper fuselage, was braced from below to the fuselage with a single strut on each side.
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It was a single-engined two-seat biplane with single bay wings. These were unswept, carried no stagger and had parallel chord apart from the tips; notable was the large interplane gap and the large (6 ft 4 in, 1.93 m) overhang of the upper wing, wire braced from upward extensions of the interplane struts. It had unbalanced ailerons on the upper wing only. The most unusual feature of the aircraft, though no surprise given Saunders' previous experience was the fuselage, a wooden frame with Consuta-fastened plywood panels, one of the earliest monocoque aircraft structures.
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The F.K.47 was specifically built for H.L. Jonker Roelants as a sports tourer and registered in his name in June 1933. It had much in common with the early version of the Koolhoven F.K.46 sport and training aircraft, which first flew four months later. Both were two seat, single bay biplanes, with equal span, unswept wings of constant chord and strong stagger, braced with N-form struts. The upper wing of the F.K.47 was held above the fuselage primarily by a pair of short, outward leaning N-form cabane struts to the upper fuselage longerons.
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The Bristol 110A was a four- passenger biplane aimed at the charter market, a slightly enlarged version of a projected Type 110 three-passenger aeroplane. It was a single-engine, single-bay biplane that could be powered by one of two smaller relatives of the nine-cylinder Bristol Jupiter radial engine: the five-cylinder, 220 hp (164 kW) Titan or the seven-cylinder 315 hp (235 kW) Neptune. The wings were unswept, unstaggered and of almost equal span, but the lower plane was of much narrower chord than the upper. Frise-type ailerons were fitted only on the upper wing.
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LFG Roland D.XV third prototype The third prototype of the D.XV had a completely different fuselage and empennage which dispensed with the molded wooden shell of previous Roland aircraft and used a more conventional fabric over frame construction typical of the period, although it tapered to a horizontal knife edge that doubled as the hinge for the single-piece overhung elevator. It was an unequal span, single bay biplane, with constant chord unswept wings separated by N-form interplane struts. The wing cellule was also redesigned compared to the earlier D.XVs. A radiator extended out from the leading edge of the top wing.
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The wing of the Falcon 4 was of quite low aspect ratio, with a straight, unswept leading edge, rounded copper bound tips and straight taper on the trailing edge. The first two aircraft had flaps extending over almost all the trailing edge not occupied by the ailerons, but the third replaced flaps with spoilers. The wings were pylon mounted with lift struts from the spar to the lower fuselage longerons. The pylon only extended forward to the spar, leaving space for the rear, open, cockpit under the wing; the forward cockpit was close to the nose.
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The distinguishing feature of Paalson's biplane designs, the Type 1 sporting single-seater and the six passenger Type 2, was a mechanism allowing the alteration of the position and angle of incidence of the upper wing. That apart, they were conventional single-engine aircraft of their time, though the Type 1's Warren truss interplane struttage was uncommon. The Paalson Type 1 was a wooden aircraft with flying surfaces and fuselage covered in 3-ply plywood. Its wings were unswept and of constant chord, the lower wing having a shorter span and mounted with marked stagger.
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The glider was constructed predominantly from wood with a single spar built from laminated wood supporting wooden built up ribs covered with a relatively thick plywood skin, which resulted in a smooth surface with minimal distortion. The wing had three distinct sections, comprising a constant-chord, unswept centre section flanked by swept tapered outer sections. Primary flight controls consisted of elevons on the trailing edges of the outer wing sections for pitch and roll, with fins and rudders on the wing-tips for yaw stability and control. Trim in pitch was achieved by adjusting the incidence of movable wing tips using screw jacks.
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The proper name and even the existence of this aircraft have been disputed in the past, but plans for the Type 02 high altitude fighter aircraft have since been found in the French Musée de l'Air. Hauet also refers to it as the C.02 and Green and Swanborough as the Type O, though the latter was a quite different sports aircraft from 1914. The Type 02 was designed to fight at altitudes up to through a combination of engine power and flat airfoil section. It was a conventional single bay biplane with fabric covered, unswept, parallel chord wings ending in angled tips.
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Apart from their engines, the de Havilland DH.42 Dormouse and DH.42A Dingo I were very similar aircraft. The Dormouse was built to Air Ministry specification 22/22 as a two-seat reconnaissance fighter and the Dingo to Specification 8/24 for army cooperation. They were two-bay biplanes with unswept wings of constant chord, though the lower wing was slightly smaller in span and only about 73% of the chord when compared to the upper one. The two trailing edges were in line and the trailing struts vertical, but the forward struts were forward-raked.
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Gordon and Kommissarov, p. 49 The OKB chose a "pod-and-boom" layout for their new fighter, the I-300 (also called the izdeliye F (model or product F) by the OKB) because it offered the advantages of improved landing performance and better visibility from the cockpit when landing but it had some drawbacks, such as the unfamiliar tricycle arrangement of the landing gear, protecting the rear fuselage from the jet exhaust, and where to place the aircraft's armament. The all-metal aircraft had unswept, mid-mounted wings with two prominent air intakes in the nose.
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The leading edge was straight and unswept but forward sweep on the trailing edge both tapered the wing in plan and resulted in a forward sweep of 1° at the spar. The wing had 1° of dihedral, wooden plain ailerons and wooden air brakes which opened above and below the wing. The fuselage was a wood framed, ply covered semi- monocoque. The tandem cockpit was ahead of the wing under a two piece canopy which merged into the upper wing, assisted by a small transparency in the leading edge to improve upward vision from the rear seat.
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This was also a feature of the Hémiptère, in contrast to the identical, swept wings of the Peyret glider. Apart from its tandem wing, the Hémiptère was a conventional 1930s light aircraft, with a short, flat sided fuselage, a single open cockpit and a fixed tailskid undercarriage. It was powered by a nose-mounted (40 hp (30 kW) 4-cylinder Train engine. The front wing was mounted low on the fuselage and was unswept and of constant chord c = 1.30 m (4 ft 3 in), though with well rounded tips and with a generous trailing edge root fillet.
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The limousine, not an official name but that used by contemporaries who described it as a limousine de tourisme, was designed and built by Mathieu Demonty and Paul Poncelet of the Société Anonyme Belge de Constructions Aéronautiques. Demonty did the overall design and calculations and Poncelet the detailed design and all the construction. It was an all-wood aircraft with a high, two-part, braced wing. The leading edge of each half- wing was straight and unswept over the inner half of the span where the chord increased outwards from the root, but the outer section was straight-tapered to squared tips.
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The outer wing panels were tapered, though the leading edges were unswept, and had elliptical wing tips. The outer panels carried ailerons and spoilers, each composed of four pairs of small square plates which rotated out above and below the wing, were situated at mid-chord across the junction between inner and outer panels. The wing roots were mounted to the front and rear of a horizontal metal rectangular frame built into the fuselage. On each side another pair of horizontal braces ran from the rear root connection to a point on the spar at the inner-outer panel junction.
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In 1917 Paul Deville was developing a twin engine observation aircraft when it became clear it would be underpowered and it was therefore not built during World War I. After the war the design, now called the C.21, was completed as a four-seat passenger aircraft. It was a three bay biplane, with fabric covered, constant chord, unswept wings ending at angled tips. The upper wing, which carried the ailerons, had an 8% greater span and a smaller chord. There was no stagger, so the sets of parallel interplane struts were vertical; flying wires braced each bay.
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Constructor at the D.1 Cykacz aircraft Jerzy Dąbrowski's first aircraft design, produced early in 1924 while he was a student at the Warsaw Technical University, was an unusually clean biplane with an entirely wooden structure. Its one-piece wings were built around two spars and had plywood covered leading edges, with fabric covering elsewhere. The leading edges were straight and unswept out to semi- elliptical tips and the inboard part of the wings had parallel chord inboard but tapered outboard. These outboard regions carried tapered ailerons, though only on the upper wing; ailerons apart, the upper and lower wings were identical.
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All three were inverse delta aircraft, that is, they had a wing that was triangular in plan, but with a straight, unswept leading edge. Combined with strong anhedral, this layout produces stable flight in ground effect. Specifically, it is claimed that it is stable in pitch and also that it can fly in ground effect at altitudes up to about 50% of its span, allowing it to operate over rough water. This contrasts with the lower aspect ratio square wing of the Ekranoplans, which leaves ground effect at only 10% of span, limiting them to the calmer waters of lakes and rivers.
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The P 198 was of relatively conservative design for Blohm & Voss, being of conventional layout with a straight, unswept wing set low on a shallow fuselage, beneath which was faired in a single, large BMW 018 jet engine. The nose had room for a radar installation above the engine intake, with the cockpit set immediately behind and above the retracting nosewheel of the tricycle landing gear. The engine exhausted behind the wing, with the fuselage continuing back above it to a conventional tail with mid-set tailplane.Cowin (1963) Its large, 15 m span wing and powerful engine gave it a good rate of climb, at 8,900 ft/min.
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The tail surfaces had swept, almost straight leading edges, rounded tips and unswept trailing edges on the unbalanced control surfaces. The fuselage was built from two metal half-ovals joined vertically, with a riveted skin. The open cockpit was placed at the wing trailing edge, the fuselage tapering behind it. Each wheel of the 260's fixed, tailwheel undercarriage was mounted on a vertical, faired main leg, with a second strut behind forming a V and a third inboard to the fuselage underside. At the time of the first flight the wheels were enclosed in fairings but these had been removed by October 1932.
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According to Textron AirLand, endurance is optimized for spending 5 hours carrying out a loiter up to 150 miles from base. Kaman Composites, a subsidiary of Kaman Aerosystems, provided several components for the Scorpion prototype, including the wing assembly, vertical and horizontal stabilizers, wing fuel access panels, main landing gear doors, and several closeout panels.. Except for the landing gear and engine fittings and mounts, the airframe is all-composite with an anticipated service life of 20,000 hours. The Scorpion is to have a payload of precision and non-precision munitions or intelligence-collecting equipment in a simplified and reconfigurable internal bay. The wings are largely unswept and have six hardpoints.
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Instead, the Imp had a cantilever lower wing which had not only to support itself but also most of the forces on the upper wing. These lower wings were unswept and rectangular, with an aspect ratio of about 4.9, though the ailerons occupied the whole of the trailing edge and about 40% of the chord. Since as cantilevers they had to be internally braced, the airfoil section was fairly thick, a variation on RAF31. Rather than the usual (in Britain) double-spar and rib construction, Bolas used multiple spanwise stringers or false spars, with longitudinal formers or airfoil shaped ribs, the whole covered in stress- bearing spruce veneer.
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Developed from Dornier's unusual centerline thrust fighter project, the Do 335, the P 256 was to meet a Luftwaffe requirement issued 27 February 1945. It was designed to carry a crew of three (pilot, radar operator, and navigator), with pilot and radar operator together under the canopy, while the navigator was in the fuselage, an idea copied from Arado. Departing from centerline thrust, it was to have two Heinkel HeS 011 engines of 1,300 kPs (2,865 lb-fc) each, podded under the wings in the fashion of the Me 262. The low-mounted wing was unswept, and had an aspect ratio of 5.8:1.
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The aim was to create the thinnest and most slender shape possible in order to achieve low drag at supersonic speeds. The extended nose was to allow for the provision of test equipment while the semi-buried cockpit and windscreen were designed to alleviate the effects of "thermal thicket" conditions. The low aspect ratio, unswept wings were designed for high speed and later the Lockheed design team used data from the X-3 tests for the similar F-104 Starfighter wing design. Due to both engine and airframe problems, the partially completed second aircraft was cancelled, and its components were used for spare parts.
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The RG-4 Pionier was a single seat primary glider built in Romania in the 1950s, though very much in the 1930s Zögling tradition with the pilot exposed on a simple beam fuselage under the leading edge of a high wing. This wing was supported over the fuselage beam on a set of N-form, cross braced struts and by a pair of parallel lift struts on each side to the wing at about one third span. The wing, which was wood framed, was mounted with 2.8° of dihedral, had parallel chord and was unswept. There were plain, fabric covered ailerons out to the wing tips.
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Preliminary design studies for a replacement for the Morane-Saulnier MS-760 of the Argentine Air Force started at the Fábrica Militar de Aviones (FMA) in 1978, with these studies resulting in selection of a proposal powered by a single Garrett TFE731 turbofan with high, unswept wings. At the same time the FMA signed a partnership agreement with Dornier to develop the new aircraft.Flores 1987, pp. 59–60. Although influenced by the Dassault/Dornier Alpha Jet design, the Pampa differs in being a smaller aircraft, it is also single-engined and has straight supercritical wings rather than the swept ones of the Alpha Jet.
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Designed by André Herbemont, the S.51 shared its basic configuration with his other aircraft of the period, being a biplane with a swept upper wing and unswept lower wing, joined by I-shaped interplane struts. Unlike earlier designs, the S.51 used metal construction for the wings. The prototype S.51 was rejected by the French authorities, but revised versions found export customers in the Polish Air Force, which bought 50 of them, and the Turkish and Soviet air forces which each bought a single example. Another development, the S.51/3, was experimentally fitted with the first controllable-pitch propeller developed in France, also designed by Herbemont.
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The Che-25 is very similar in general appearance to earlier Boris Chernov designs such as the two seat Korvet and the Chernov Che-23 but is a four-seat aircraft, with both span and length increased. It has an unswept, straight edged constant chord wing made from riveted duralumin, with a single spar. Lateral (roll) control is by full span flaperons and stability on the water is maintained by downturned fiberglass tips which act as simple floats. The parasol wing is braced by a single streamlined strut on each side to mid fuselage, assisted by jury struts, flying wires and a central section cabane.
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The TE, or Te in the designation acknowledged the use of multi-layer mahogany skinning methods developed by Alphonse Tellier and widely applied to the construction of early monocoque fuselages. It had a cantilever, one-piece parasol wing built around two wooden box spars, covered with plywood. In plan its trailing edge was straight and unswept and over the inner 50% of the span the leading edge was parallel to it; in the outboard portion the leading edge was curved elliptically. The wing was attached to the raised centre of the fuselage and braced to each fuselage side with a pair of very short struts.
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The Mureaux was intended to operate at high altitudes, so the wing had a high aspect ratio for its time and used a thin wing section of Brunet's own design. In plan it was unswept, with constant chord, semi-circular tips and a rounded cut-out in the trailing edge over the forward cockpit. Ailerons occupied the whole of the trailing edge; they could be used differentially for roll control or together as camber changing flaps for landing. The wing mounting was unusual, with airfoil section, N-form struts on each side connecting the wing spars not to the lower fuselage but instead to the frames that carried the independently rubber sprung undercarriage mainwheels.
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Paterson,Page 286-287 The family moved to the Kilbirnie Barony manse at first and later settled at Bourtreehill House near Irvine. Lady Crawfurd was the eldest daughter and heiress of Robert Hamilton of Bourtreehill.Dobie, Page 233 The remains of the 'Grand Avenue'. Regarding the cause of the fire, the story goes that before going to bed, a lady of the house threw melted grease from the socket of a large candlestick into a fire grate in a lower storey of the house and the ensuing flames set alight the unswept chimney flue, the fire rapidly entering the new mansion wing through windows in the garret that had been left open by workmen.
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The success of the parasol winged Fokker D.VIII in 1918 led several German aircraft makers to follow suit. The E 3 being Kondor's interpretation of the single-seat cantilever parasol monoplane fighter (E for Eindekker in this company designation), though it was later given the service designation D.I. The E 3 had a cantilever wing with a section which was centrally thick but thinned towards the wing tips. The wing was straight tapered in plan, with an unswept leading edge, forward sweep on the trailing edge and blunt tips. This was constructed in a novel and patented way, the wing ribs protruding and the gap between them covered with strips of veneer attached by L-shaped strips.
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Max Gerner's G II R sport, touring and training biplane was a development of his one-off G I. The two types had low cost, easily repaired structures built from proprietary steel tubing and unswept, constant chord wings with two truss braced spars; both had lattice girder fuselages and were largely fabric covered. Both also had open, tandem cockpits, fixed undercarriages and a single engine. However, the G II R was larger, heavier and had a choice of engines which typically doubled the power. The fuselage was lengthened, mostly by increased cockpit separation, strengthened with diagonal cross members between the longerons, which placed the rear cockpit behind, rather than over, the trailing edge.
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Miles tasked Ray Bournon with designing a small single-engined single-seat aircraft, the Miles M.35. Design and construction was completed in six weeks. The result was a small wooden aircraft with a high-set front wing and low-set rear wing, fixed tricycle undercarriage, and pusher propeller, with the engine in the rear of the fuselage and the pilot sitting in the front of the fuselage. The front wing was moderately tapered with a straight leading edge, while the rear wing was in three parts: an unswept centre section, clearing the propeller and supporting the main undercarriage legs, and outer sections from about ¼ span swept back at approximately 30°, supporting large end-plate fins at the tips.
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The wings were of typical fabric- covered, two-bay, unstaggered, unswept, equal span design, while the stabiliser and rudder were carried on the end of two long, open-framework booms.Mason 1992, p. 39. The type, like the F.E.2b, was designed for the water-cooled Beardmore 120 hp (89 kW) inline engine.Jackson 1987, p. 44. However, all available Beardmore engines were required for F.E.2b and R.E.5 production, so the air-cooled Renault 70 hp (52 kW) V8 engine was installed instead. The prototype was fitted with aerofoils attached to the side of the nacelle which could be rotated through 90 degrees to act as air brakes, an unusual feature for the time, although they were soon removed.
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In plan its wing is unswept and has constant chord, with no flaps or leading edge slots; it is built around two spars made from Japanese cypress, with duralumin ribs and fabric covering. On each side there are two sets of wing struts to transfer loads to the fuselage, one an unequal length and angle X-form pair from the lower fuselage longerons to the wing spars, the other pair cabane struts from the upper fuselage to the wing centre section, leaning together. The fuselage has a welded steel tube frame, fabric covered, with rounded upper decking. There are two tandem open cockpits, one below the wing trailing edge and the other below mid-chord.
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Lippisch's development of his Aerofoil Boat, a ground effect vehicle for use over water, began whilst he was working in the aviation division of the Collins Radio Company in Cedar Rapids, Iowa, US. The Collins X-112 was built to test the concept. The Airfoil Boat was an inverse delta aircraft, that is it had a wing which was triangular in plan but with a straight, unswept leading edge. Combined with strong anhedral, this layout produces stable flight in ground effect. Specifically, it is claimed that it is stable in pitch and also that it can fly in ground effect at altitudes up to about 50% of its span, allowing it to operate over rough water.
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Because their hinges were unswept, the sweep of the trailing edges produced triangular plan surfaces, broadest at the tips. In addition to the revised bracing, the wingspan of the György II was reduced from the of the György I to by the removal of two ribs from each of the outer panels. The György I's ply covered fuselage, built around circular frames,was deepest under the wing and tapered rearwards. In the György I, the pilot had an open cockpit at mid-chord but this was moved forward of the leading edge on the György II. A rubber-sprung landing skid ran from the nose to under the wing at mid-chord.
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VoltAir is a wholly owned subsidiary of Airbus which is developing a proposed electrically powered airliner that was publicly announced in 2011.Airbus light aircraft initiative blazes trail to electric future EADS website, VoltAir Concept The preliminary concept drawings released at that time showed a low unswept wing on a conventional small-diameter fuselage. A large duct at the fuselage's rear contains two counter-rotating propellers, which would be driven by two large electric motors. Power would be supplied by a lithium-air battery pack mounted in a detachable pod on the lower fuselage nose, where it could be removed and replaced as part of the normal airport turnaround process in passenger-carriage service.
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Characteristics of the B&R; rig include swept spreaders (2) and reverse- diagonal shrouds (1). The B&R; rig is a variant of the Bermuda sailboat rig, designed and patented by Swedish aeronautical engineers Lars Bergström and Sven Ridder. It employs swept spreaders that are usually angled aft, together with "stays" running diagonally downward from the tip of the spreaders to the attachment of the next pair of spreaders to the mast or to the intersection of the mast with the deck (so-called reverse-diagonal shrouds) that facilitates a pre-bend of the mast (curving aft) that is sometimes tuned into the rig before it is stepped onto the boat. Conventional shrouds thereby contribute to both lateral and longitudinal stability, unlike rigs with unswept spreaders.
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The outer wings of both designs are straight-tapered out to elliptical tips and carry fabric- covered ailerons. However, the leading edge of the outer part of the S.25's wing is unswept over the outer 67% and the rest is reverse swept at about 11°. The straight trailing edge is parallel to the reverse-swept leading edge, continuing out to the tips. Both designs have airbrakes mounted on the rear of the spars, though the more angled drag struts of the S.25 allow its airbrakes to be wider. With the rear seat now ahead of the wing leading edge, only the forward part of the fuselage of the S.25 differs from that of the S.21.
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The cockpits are covered by two canopies, the forward one hinging to starboard and the rear hinged at the rear forming part of the leading edge, in the cut-outs provided for access to the rear seat. The wings are built up from wood with plywood covering back to the rear spar inboard of the ailerons and forward of the mainspar outboard. A rectangular constant-thickness/chord ratio centre section sits atop the fuselage out to approximately 1/5 span each side where the tapering outer wings are fitted, with the leading edge unswept. Large, effective plate-type airbrakes are fitted, aft of the mainspar, to the wings at approximately 1/3 span extending out from upper and lower surfaces.
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Initially it was a private venture, but Fairey did get a contract for a monoplane competitor which was not completed and the Ministry allowed transfer of funding. All metal with fabric covering, the G.4/31Flight 1934 was a large single-engined single-bay biplane, with unswept, unequal-span wings of marked stagger. Both wings carried ailerons and the upper planes had leading edge slots; both wings were cut back to the rear spar at the centre section for visibility. A pair of struts braced the two lower wing spars to the upper fuselage, from where another pair braced the upper rear spars; a separate pair of struts linked the forward spars of the upper wings to the forward fuselage.
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Released from the transport screen later in the day, Bunch left TG 52.13's formation early in the first dog watch for a high-speed observation sweep of the objective beaches - White 1, 2, and 3 - on Okinawa. Delays in sweeping the waters off the beaches for mines and the consequent crowding of heavy fire support units on the outer edge of the unswept area prevented Bunch from getting closer than five miles to the objective. She retired from the scene at 1637 to permit the other ships of TG 52.13 to do their own reconnoitering. After spending the night with the fire support night retirement unit, Bunch went to general quarters for the dawn alert at 0555 on 28 March.
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In plan the wings had three sections: two straight tapered outer panels with most of the sweep on the trailing edges and with semi-elliptical tips and an inner section, occupying about half the span, with an unswept leading edge and a curved trailing edge which decreased the central chord. It was mounted on the single upper longeron of the triangular section rear fuselage and braced to the central member of the lower forward fuselage with a single strut on each side to the wing at the junction of the wing panels. The Delanne's fuselage was in two parts, a deep, slightly rounded part, containing the cockpit under the wing leading edge, which occupied about half the overall length of the aircraft. It also had a distinct keel with a landing skid.
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Cessna Model 560XL Citation XLS taking off from Innsbruck Airport (February 2014) Rather than being a direct variant of another Citation airframe, the Excel was a combination of technologies and designs. To produce the Excel, Cessna took the X's wide, stand-up cabin fuselage, shortened it by about and mated it with an unswept wing utilizing a supercritical airfoil (based on the Citation V Ultra's wing) and the tail from the Citation V. The Excel has the roomiest cabin in its class of light corporate jets and can seat up to 10 passengers (in high-density configuration; typically the number is six to eight in a corporate configuration), while being flown by a crew of two.The Cessna 560XL Citation Excel from Airlines.net To power the aircraft, Cessna chose the Pratt & Whitney Canada PW500 turbofan.
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When it first flew the Type O had an almost square, upright vertical tail with little or no fin and a large rudder reaching down to the keel. The horizontal tail, narrow and with a straight, unswept leading edge was mounted on top of the fuselage so the rudder operated in an elevator cut-out. Later in the year, the aircraft, now with the 100 hp Anzani and a modified upper forward fuselage, had a very different tail with a larger fin which had a long, curving leading edge, its contour continuing into that of a broad, deep rudder. There may also have been wing modifications as well; l'Aéroplane describes the upper and lower wings as having the same span, whereas in Hauet's account the span of the upper wing was the greater.
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In the early morning darkness of 2 October 1944, Hobson was standing out from Marseilles, France, during a violent gale, when her spotters observed distress calls from well inside an unswept area of the German- mined harbor. It was soon established that a liberty ship, the S.S. Johns Hopkins, moving to an anchorage after returning from Oran, Algeria, with 600 troops embarked, had struck a mine while navigating in the gale. Ordered to assist the stricken Hopkins, Hobson skillfully and carefully navigated through the perilous, mined area in gale- force wind and sea, and made repeated attempts to land alongside the liberty ship to offload her troops, although each time Hobson was forced to back off as the ships pounded heavily in the extreme weather. Through Lt. Cdr.
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There was a small circular cut-out in the trailing edge of the upper wing above the cockpit to enhance the pilot's view. The fuselage of the D.IV, like those of their earlier fighter designs, was a wooden monocoque but LFG abandoned their earlier Wickelrumpfe (wrapped fuselage) approach, which used thin bands of spruce veneer reinforced with fabric, in favour of a cheaper Klinkerrumpf (clinker fuselage) which followed boat building practice with overlapping spruce strips over a light wooden internal framework. It was oval in cross-section, though the six cylinder, water-cooled upright inline Mercedes D.III was mounted with its cylinders and exhaust exposed above it, driving a two blade propeller with a large spinner. The fuselage tapered behind the open cockpit, where an unswept straight edged, blunt angle tipped tailplane, mounted on top of the fuselage, carried separate, tapered elevators.
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The Bristol Badger had its roots in the Type 22 F.2C, a proposed upgrade of the Bristol F.2B using a 200 hp (150 kW) Salmson radial (Type 22), a 300 hp (220 kW) ABC Dragonfly radial (Type 22A), or a 230 hp (170 kW) Bentley B.R.2 rotary (Type 22B). The Type 23 Badger was a new design using the Dragonfly engine, drawn up at the end of 1917 to meet a two-seat fighter-reconnaissance role and owing a good deal to the Bristol Scout F. It was a single-bay biplane with strongly staggered, unswept and unequal-span wings. The pilot and observed sat in tandem, the pilot in front under the upper-wing trailing edge and the observer behind with a ring- mounted 0.303 in (7.7 mm) Lewis Gun. At first, the Badger carried almost no fixed fin.
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In the space below and above the wing centre section were located the air, fuel, oxidant and warm-air pipes, telemetering transmitter, instruments and batteries as well as the autopilot, timing clock, wiring terminal fuses and the connections by which the test vehicle was carried on the parent aircraft. The rear section housed the combustion chamber, radar transponder, smoke-producing fluid, instruments and oscillators for combustion chamber pressure and tailplane angle, servos and dive mechanism for the tailplane which together with the fixed directional fin were fitted to the lower body prior. The single-piece wing was of mahogany with Dural inserts at the leading and trailing edges; it was of biconvex section and of tapered planform with an unswept half-chord line. The Dural inserts formed a convenient dipole-aerial system for the telemetering unit.
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The term propfan was created during this time. One of the earliest engines that resembled the propfan concept was the Metrovick F.5, which featured twin contra-rotating fans—14 blades in the fore (front) fan and 12 blades in the aft (back) fan—at the rear of the engine and was first run in 1946. The blades, however, were mostly unswept. There were other contra-rotating propeller engines that featured on common aircraft, such as the four powerful Kuznetsov NK-12 engines (each powering its own set of coaxial contra-rotating propellers) on the Soviet Union's Tupolev Tu-95 Bear high-speed military bomber and Antonov An-22 military transport aircraft, and the Armstrong Siddeley Double Mamba (ASMD) engines (both connected to a lone set of coaxial contra-rotating propellers) on the British Fairey Gannet anti- submarine aircraft.
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Though this was of the wooden, fixed-pitch type, it was intended that it would be replaced by a variable-pitch Lavasseur airscrew later. A single, cylindrical Lamblin radiator was suspended below the engine between the undercarriage legs. Dieudonné, the designer of the NiD 37, paid particular attention to the pilot's field of view, and the open cockpit, with screen and faired headrest, was placed well forward, above the engine. To improve the pilot's view downward, the leading edges of the main wing, which were otherwise straight and unswept, were curved in towards the root, meeting the fuselage behind the pilot who could see vertically down between the wing and the trailing edge of the foreplane, aligned with the leading edge of the outer sections of the mainplane and mounted well below on the undercarriage struts.
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Modern drawing of the P.13b Before the DM.10 was begun, in December 1944 Lippisch's attention moved to a revised design similar in some respects to the earlier P.11 / Delta VI but keeping the P.13a's sharp sweep angle and solid-fuel ramjet with rotating burner. The wing was essentially that of the P.12/13 but larger at span and cut short at the front for unswept air intakes at the roots. Like the P.11 it had a conventional nose nacelle and cockpit with small twin tail fins either side of a centre section inset on the straight wing trailing edge. The landing skid was moved further back and refined, with a return of the early P.12's small downturned winglets or fins on the wingtips to act as outrigger bumpers when landing.
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An F-84G at Chaumont- Semoutiers Air Base, France, in 1953 In 1944, Republic Aviation's chief designer, Alexander Kartveli, began working on a turbojet-powered replacement for the P-47 Thunderbolt piston-engined fighter. The initial attempts to redesign the P-47 to accommodate a jet engine proved futile due to the large cross-section of the early centrifugal compressor turbojets. Instead, Kartveli and his team designed a new aircraft with a streamlined fuselage largely occupied by an axial compressor turbojet engine and fuel stored in rather thick unswept wings. On 11 September 1944, the USAAF released General Operational Requirements for a day fighter with a top speed of 600 mph (521 kn, 966 km/h), combat radius of 705 miles (612 nmi, 1,135 km), and armament of either six 0.50 in (12.7 mm) or four 0.60 in (15.2 mm) machine guns.
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Developed from the medium-range Tupolev Tu-104, the Tu-124 was meant to meet Aeroflot's requirement for a regional airliner to replace the Ilyushin Il-14 on domestic routes. Resembling a 75% scaled-down Tu-104, the two were hard to tell apart at a distance but it was not a complete copy of the Tu-104. The Tu-124 had a number of refinements, including double-slotted flaps, a large centre-section airbrake and automatic spoilers. Unlike the Tu-104, the wing trailing edge inboard of the undercarriage was unswept."TU-124 – Details of Tupolev's Medium Range Turbofan" Flight International, 16 August 1962, pp.229–230, article includes drawings The Tu-124 retained a drogue parachute to be used in an emergency landing or landing on a slippery surface and had low pressure tires to aid operation from unpaved airfields.Gunston 1995, p. 433.Stroud 1968, pp. 227–229.
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The Hellenistic period is equally the time of development of the mosaic as such, particularly with the works of Sosos of Pergamon, active in the 2nd century BC and the only mosaic artist cited by Pliny.Pliny the Elder, Natural History (XXXVI, 184) His taste for trompe l'oeil (optical illusion) and the effects of the medium are found in several works attributed to him such as the "Unswept Floor" in the Vatican museum, representing the leftovers of a repast (fish bones, bones, empty shells, etc.) and the "Dove Basin" (made of small opus vermiculatum tesserae stones) at the Capitoline Museum, known by means of a reproduction discovered in Hadrian's Villa. In it one sees four doves perched on the edge of a gilt bronze basin filled with water. One of them is watering herself while the others seem to be resting, which creates effects of reflections and shadow perfectly studied by the artist.
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I > climbed down to where the statues were when immediately my father said, > "That is the Laocoön, which Pliny mentions". Then they dug the hole wider so > that they could pull the statue out. As soon as it was visible everyone > started to draw (or "started to have lunch"),Ambiguous due to a quirk of > Tuscan Italian, "everyone started to eat lunch" ci tornammo a desinare - see > Barkan lecture notes PDF for 2011 Jerome Lectures, University of Chicago, > “Unswept Floor: Food Culture and High Culture, Antiquity and Renaissance”, > Lecture 1, start: "It’s a piece of sixteenth-century spelling, and I (along > with many other commentators — if I was wrong, I wasn’t wrong > alone)—understood it as disegnare, that is, to draw ...[rather than] > digiunare—in other words, to eat lunch." Farinelli, 16, has "And having seen > it we went back to dinner, talking ..." all the while discoursing on > ancient things, chatting as well about the ones in Florence.
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These Lords all work in pairs: Xiquiripat ("Flying Scab") and Cuchumaquic ("Gathered Blood"), who sicken people's blood; Ahalpuh ("Pus Demon") and Ahalgana ("Jaundice Demon"), who cause people's bodies to swell up; Chamiabac ("Bone Staff") and Chamiaholom ("Skull Staff"), who turn dead bodies into skeletons; Ahalmez ("Sweepings Demon") and Ahaltocob ("Stabbing Demon"), who hide in the unswept areas of people's houses and stab them to death; and Xic ("Wing") and Patan ("Packstrap"), who cause people to die coughing up blood while out walking on a road. Christenson, Allen J. (trans.) (2007) Popol Vuh: The Sacred Book of the Maya. The Great Classic of Central American Spirituality, Translated from the Original Maya TextRecinos, Adrian; Goetz, Delia; Morley, S.G. (trans.) (1991) Popol Vuh: Sacred Book of the Ancient Quiche Maya (Civilization of American Indian) The remaining residents of Xibalba are thought to have fallen under the dominion of one of these Lords, going about the face of the Earth to carry out their listed duties.
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In 1944, the U.S. War Department was aware of aviation advances in Germany and issued a requirement for a range of designs for medium bombers weighing from to more than . Other designs resulting from this competition, sometimes nicknamed "The Class of 45", included the North American XB-45 and the Convair XB-46. Production orders finally went to the North American B-45 Tornado, and even this airplane served only for a couple of years before again being replaced by the much more modern Boeing B-47 Stratojet, although the B-45 had the inherent performance – especially if it was not burdened with a payload – for it to then serve as a reconnaissance aircraft. All of the bombers comprising the Class of '45 were transitional aircraft, which combined the power of turbojets with the aeronautical knowledge of World War II. The XB-48 was no exception, as its round fuselage and unswept wings showed a distinct influence of Martin's B-26 Marauder medium bomber.
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An auxiliary spar carried differential ailerons. In plan the outer wings had swept leading edges and unswept trailing edges. The rectangular centre section, which was braced on each side with a pair of parallel steel tube struts from the lower fuselage, was ply-covered overall but the outer wing panels were fabric covered behind the torsion box. Two versions of the aircraft had been planned from the start: the low-powered ITS-8, with a span and an aspect ratio of 10.1 and the higher- powered ITS-8W with longer outer panels, giving it a span and an aspect ratio of 12.5. The ITS-8W also had a centre section with a higher speed aerofoil, though both used the same aerofoil for their outer panels. These differences reflected the initial intention to use the ITS-8 as a trainer and the ITS-8W in competitive events. ITS-8 rear three-quarter view The ITS-8's pilot sat under the wing leading edge in an enclosed cockpit within a drop-shaped, ply- skinned nacelle, its pointed end just aft of the trailing edge.
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The Trent 500 is a high bypass turbofan with three spools: the fan is powered by a 5 stage Low Pressure turbine (nominal speed: 3,900 RPM), the Intermediate pressure spool has an 8-stage axial compressor (9,100 RPM) and the High Pressure spool has an 6-stage axial compressor (13,300 RPM), both driven by a single turbine stage. It has an annular combustor and is equipped with an Electronic Engine Control System. It is flat rated at ISA + 15°C for 248.1-275.3 kN (55,780-61,902 lbf) net thrust at take-off and has an 8.5:1 bypass ratio in cruise. The Trent 500 is essentially a scaled Trent 800, with a 2.47 m (97.5 in) fan with 26 unswept blades like the Trent 700.The IP and HP compressors and scaled down by 20% from the Trent 892, while the turbines are scaled down by 90% and are made of single crystal CMSX-4 alloy with thermal barrier coatings. Fuel burn is 1% lower because of throughout 3D aerodynamics.
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