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A composite photograph showing the Bell X-5’s variable-sweep wing. The Bell X-5 was the first aircraft capable of changing the sweep of its wings in flight. It was inspired by the untested wartime P.1101 design of the German Messerschmitt company. In a further development of the German design, which could only have its wing sweepback angle ...
It had a unique mechanism for wing sweep that combined tracks on the fuselage sides and the underside of the wings, which was actuated by hydraulically-driven ball screws positioned at the wing's inner ends. [20] The wings could be swept from 20 degrees to 70 degrees; at the 70-degree position, longitudinal control was maintained by wing tip ...
The wing span was 12.0 metres (39.4 ft) when unswept and 10.0 metres (32.8 ft) when fully swept. [3] The long main undercarriage retracted into the wing, while a nose wheel completed the tricycle undercarriage. [4] The P.202 was powered by a pair of BMW 003 turbojets, slung underneath the fuselage centre section and exhausting behind the wing.
Small shoulder-wing aircraft may use forward sweep to maintain a correct CoG. Some types of variable geometry vary the wing sweep during flight: Swing-wing: also called "variable sweep wing". The left and right hand wings vary their sweep together, usually backwards. Seen in a few types of military aircraft, such as the General Dynamics F-111 ...
A straight-winged North American FJ-1 flying next to a swept-wing FJ-2 in 1952.. There are three main reasons for sweeping a wing: [1] 1. to arrange the center of gravity of the aircraft and the aerodynamic center of the wing to coincide more closely for longitudinal balance, e.g. Messerschmitt Me 163 Komet and Messerschmitt Me 262.
Four basic configurations which have used vortex lift are, in chronological order, the 60-degree delta wing; the ogive delta wing with its sharply-swept leading edge at the root; the moderately-swept wing with a leading-edge extension, which is known as a hybrid wing; and the sharp-edge forebody, or vortex-lift strake. [7]
This is to compensate for other design elements' influence on the dihedral effect. These other elements (such as wing sweep, vertical mount point of the wing, etc.) may be more difficult to change than the dihedral angle. As a result, differing amounts of dihedral angle can be found on different types of fixed-wing aircraft.
After a few seconds the aircraft will tend to bank in the direction of yaw. This arises initially from the increased speed of the wing opposite to the direction of yaw and the reduced speed of the other wing. The faster wing generates more lift and so rises, while the other wing tends to go down because of generating less lift.