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37-507: (Redirected from I-220 ) "I-220" redirects here. For the Soviet high-altitude fighter prototype, see Mikoyan-Gurevich I-220 . Interstate 220 ( I-220 ) is the designation for two Interstate Highways in the United States, both related to Interstate 20: Interstate 220 (Mississippi) , a bypass of Jackson, Mississippi Interstate 220 (Louisiana) ,

74-581: A NACA-234 airfoil. The outer wings and rear fuselage were of all-metal construction. Power was provided by a 1,251 kW (1,678 hp) Mikulin AM-39A turbo-supercharged engine driving a three-bladed propeller. The number of turbo-superchargers fitted to their aircraft is unclear, with some published descriptions of the I-221 stating that there were two TK-2B turbo-superchargers while the MiG OKB design drawing showed only

111-422: A cylinder with a chord-normalized radius of Now the coordinates ( x U , y U ) {\displaystyle (x_{U},y_{U})} of the upper airfoil surface and ( x L , y L ) {\displaystyle (x_{L},y_{L})} of the lower airfoil surface are Symmetrical 4-digit series airfoils by default have maximum thickness at 30% of

148-558: A loop in Shreveport, Louisiana [REDACTED] Topics referred to by the same term This disambiguation page lists articles about roads and streets with the same name. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Interstate_220&oldid=1195636682 " Categories : Road disambiguation pages Interstate 20 Hidden categories: Short description

185-422: A maximum camber of 2% located 40% (0.4 chords) from the leading edge with a maximum thickness of 12% of the chord. The NACA 0015 airfoil is symmetrical, the 00 indicating that it has no camber. The 15 indicates that the airfoil has a 15% thickness to chord length ratio: it is 15% as thick as it is long. The formula for the shape of a NACA 00xx foil, with "xx" being replaced by the percentage of thickness to chord,

222-468: A numerical designation for each airfoil — a four digit number that represented the airfoil section's critical geometric properties. By 1929, Langley had developed this system to the point where the numbering system was complemented by an airfoil cross-section, and the complete catalog of 78 airfoils appeared in the NACA's annual report for 1933. Engineers could quickly see the peculiarities of each airfoil shape, and

259-413: A retractable tailwheel. Fuel was provided by six self-sealing tanks made of rubberized fabric with two in the fuselage and four in the wings. The cockpit seated a single pilot under a sliding canopy and was designed to eventually be pressurized, though a pressurization system was never fitted. Armament was to be four ShVAK autocannons , each with 150 rounds, with two located above the engine and two beside

296-448: A single TK-2B unit mounted on the right side of the cowling. The I-221 was the first MiG aircraft to feature a pressurized cockpit, which was air conditioned with cooling provided by a heat exchanger housed in an air duct underneath the fuselage. Fuel capacity was increased from that of the I-220, but by how much is unknown. he upper pair of ShVAK cannons were deleted on the I-221, leaving only

333-1225: A theoretical design lift coefficient of 0.3 - the value of k 1 {\displaystyle k_{1}} must be linearly scaled for a different desired design lift coefficient: Camber lines such as 231 makes the negative trailing edge camber of the 230 series profile to be positively cambered. This results in a theoretical pitching moment of 0. From x c ≤ r {\displaystyle {\frac {x}{c}}\leq r} From r < x c ≤ 1.0 {\displaystyle r<{\frac {x}{c}}\leq 1.0} y c = k 1 6 [ k 2 k 1 ( x c − r ) 3 − k 2 k 1 ( 1 − r ) 3 x c − r 3 x c + r 3 ] . {\displaystyle {\frac {y}{c}}={\frac {k_{1}}{6}}\left[{\frac {k_{2}}{k_{1}}}\left({\frac {x}{c}}-r\right)^{3}-{\frac {k_{2}}{k_{1}}}(1-r)^{3}{\frac {x}{c}}-r^{3}{\frac {x}{c}}+r^{3}\right].} The following table presents

370-530: A thickness 12% (digits 3 and 4) of the chord. For this cambered airfoil, because the thickness needs to be applied perpendicular to the camber line, the coordinates ( x U , y U ) {\displaystyle (x_{U},y_{U})} and ( x L , y L ) {\displaystyle (x_{L},y_{L})} , of respectively the upper and lower airfoil surface, become where The NACA five-digit series describes more complex airfoil shapes. Its format

407-413: A two-digit code preceded by a hyphen in the following sequence: For example, the NACA 1234-05 is a NACA 1234 airfoil with a sharp leading edge and maximum thickness 50% of the chord (0.5 chords) from the leading edge. In addition, for a more precise description of the airfoil all numbers can be presented as decimals. A new approach to airfoil design was pioneered in the 1930s, in which the airfoil shape

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444-413: Is where: In this equation, at x = 1 (the trailing edge of the airfoil), the thickness is not quite zero. If a zero-thickness trailing edge is required, for example for computational work, one of the coefficients should be modified such that they sum to zero. Modifying the last coefficient (i.e. to −0.1036) results in the smallest change to the overall shape of the airfoil. The leading edge approximates

481-427: Is LPSTT, where: For example, the NACA 23112 profile describes an airfoil with design lift coefficient of 0.3 (0.15 × 2), the point of maximum camber located at 15% chord (5 × 3), reflex camber (1), and maximum thickness of 12% of chord length (12). The camber line for the simple case (S = 0) is defined in two sections: where the chordwise location x {\displaystyle x} and

518-525: Is a set of standardized airfoil shapes developed by this agency, which became widely used in the design of aircraft wings. NACA initially developed the numbered airfoil system which was further refined by the United States Air Force at Langley Research Center . According to the NASA website: During the late 1920s and into the 1930s, the NACA developed a series of thoroughly tested airfoils and devised

555-444: Is determined to give the desired lift coefficient. For a 230 camber-line profile (the first 3 numbers in the 5-digit series), k 1 = 15.957 {\displaystyle k_{1}=15.957} is used. 3-digit camber lines provide a far forward location for the maximum camber. The camber line is defined as with the camber line gradient The following table presents the various camber-line profile coefficients for

592-509: Is different from Wikidata All article disambiguation pages All disambiguation pages Mikoyan-Gurevich I-220 In early 1941, the Soviet Union issued a requirement for a new high-altitude fighter aircraft to counter enemy high-altitude reconnaissance aircraft such as the Junkers Ju 86 . However, it was not until late 1942 that a contract for two prototypes was placed with

629-559: The Mikoyan and Gurevich OKB , which began work on Samolet A (Aircraft A). Samolet A, designated I-220 by the People's Commissariat of Aviation Industry (NKAP), was of an entirely new design of primarily shpon ( wood veneer ) construction with a steel-tube truss engine mount and a light-alloy tail. The wing's airfoil was of a CAHI laminar-flow type, and the wing was fitted with leading-edge slat and split flaps . All air inlets were located in

666-627: The I-222, but with several changes including moving the TK-300B turbo-supercharger to the right side and the pressurized cockpit changed to welded aluminum alloy construction instead of wood. The aircraft was powered by a 1,052 kW (1,411 hp) Mikulin AM-39B engine driving a four-bladed AV-9L-22B propeller, and the intercooler air duct was made deeper. Fuel capacity was increased, as was ammunition with 100 rounds per cannon. The final development of Samolet A

703-430: The aircraft suffered an engine failure. Meanwhile, the first prototype was fitted with an AM-39 engine. Flight testing with the new engine was conducted between January and August 1944. Flight testing of the improved I-221 began on 2 December 1943, with Yakimov at the controls on its first flight, and ended when the aircraft was damaged beyond repair in a belly landing . The similar I-222 rolled out on 23 April 1944 and

740-669: The aircraft to have favorable performance, save for the low-altitude rating for the AM-38F engine. The second prototype, powered by the AM-39 engine and fitted with all four cannons, each with 100 rounds, was rolled out in July 1943. Factory flight testing of the second prototype was conducted between July and August 1943 before being handed over to the Soviet Air Forces (VVS). The VVS conducted further flight testing between 14 and 24 July 1944, ending when

777-418: The chord from the leading edge. The simplest asymmetric foils are the NACA 4-digit series foils, which use the same formula as that used to generate the 00xx symmetric foils, but with the line of mean camber bent. The formula used to calculate the mean camber line is where For example, a NACA 2412 airfoil uses a 2% camber (first digit) 40% (second digit) along the chord of a 0012 symmetrical airfoil having

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814-484: The chord. An improvement over 1-series airfoils with emphasis on maximizing laminar flow . The airfoil is described using six digits in the following sequence: For example, the NACA 65 4 -415, has the minimum pressure placed at 50% of the chord, has a maximum thickness of 15% of the chord, design lift coefficient of 0.4 and maintains laminar flow for lift coefficients between 0 and 0.8. Further advancement in maximizing laminar flow achieved by separately identifying

851-411: The crankcase. Only the two cannons above the engine were fitted on the first prototype, though the lower gun ports were not faired over. With overflights of Ju 86R reconnaissance aircraft still being a problem in the summer of 1942, work began on an I-220 variant with improved performance in the stratosphere. Designated I-221, or Samolet 2A, the aircraft had a redesigned wing with an increased span and

888-510: The leading edge of the wing near the wing roots. The tail was of a similar design to that of the I-230 but with a slightly increased tailplane span. Power was provided by a 1,104 kW (1,480 hp) Mikulin AM-39 engine, though the first prototype was originally powered by a 1,104 kW (1,480 hp) Mikulin AM-38F driving a three-bladed AV-5A propeller. The aircraft featured conventional landing gear with inward-retracting main gear and

925-492: The low-pressure zones on upper and lower surfaces of the airfoil. The airfoil is described by seven digits in the following sequence: For example, the NACA 712A315 has the area of minimum pressure 10% of the chord back on the upper surface and 20% of the chord back on the lower surface, uses the standard "A" profile, has a lift coefficient of 0.3, and has a maximum thickness of 15% of the chord. Supercritical airfoils designed to independently maximize laminar flow above and below

962-514: The next two days it had completed 15 flights before suffering an engine failure which resulted in the loss of the aircraft. The second I-225 had a brief flight test period beginning on 14 March 1945, during which it proved to be the second-fastest Soviet piston-engined fighter, second only to the VK-108 -powered Yakovlev Yak-3 . Data from General characteristics Performance Armament NACA airfoil The NACA airfoil series

999-404: The numerical designator ("NACA 2415", for instance) specified camber lines, maximum thickness, and special nose features. These figures and shapes transmitted the sort of information to engineers that allowed them to select specific airfoils for desired performance characteristics of specific aircraft. The NACA four-digit wing sections define the profile by: For example, the NACA 2412 airfoil has

1036-539: The ordinate y {\displaystyle y} have been normalized by the chord. The constant r {\displaystyle r} is chosen so that the maximum camber occurs at x = p {\displaystyle x=p} ; for example, for the 230 camber line, p = 0.3 / 2 = 0.15 {\displaystyle p=0.3/2=0.15} and r = 0.2025 {\displaystyle r=0.2025} . Finally, constant k 1 {\displaystyle k_{1}}

1073-399: The pilot's head, all 64 mm (2.5 in) thick, and 8 or 9 mm armor plates were added to the pressure bulkhead. The sliding canopy was reinforced with a heavy metal frame which reduced visibility, and fuel capacity was reduced by removing the fuselage tanks. Armament was the same as on the I-221, but with ammunition reduced to 80 rounds per gun. The I-224, or Samolet 4A, was similar to

1110-431: The turbo-supercharger was housed in a deep air duct underneath the fuselage near the leading edge of the wing. The outer wings and rear fuselage reverted to wooden construction, with the rear fuselage also being slightly lowered to improve rear visibility. Like the I-221, the I-222's cockpit was pressurized and air conditioned. Unlike the I-221, however, it was fitted with a bulletproof windscreen and bulletproof glass behind

1147-462: The two cannons mounted beside the engine with 150 rounds each. The I-222, or Samolet 3A, was similar to the I-221, but was powered by a 1,104 kW (1,480 hp) Mikulin AM-39B-1 engine with a single TK-300B turbo-supercharger on the left side of the cowling. The engine originally drove a three-bladed AV-5A propeller, but this was later replaced by a four-bladed AV-9L-26 unit. An intercooler for

Interstate 220 - Misplaced Pages Continue

1184-452: The various camber-line profile coefficients for a theoretical design lift coefficient of 0.3 - the value of r {\displaystyle r} , k 1 {\displaystyle k_{1}} and k 2 / k 1 {\displaystyle k_{2}/k_{1}} must be linearly scaled for a different desired design lift coefficient: Four- and five-digit series airfoils can be modified with

1221-530: Was also armored with a 64 mm (2.5 in) thick bulletproof windscreen, a rear glass slab of the same thickness, and a seat with 9 mm (0.35 in) armor plating. Originally, only a single I-225 was ordered, though a second prototype was later ordered with a 1,228 kW (1,647 hp) AM-42FB engine. The first I-220 prototype was rolled out at Khodynka in June 1943. The aircraft made its first flight in July 1943 piloted by A. P. Yakimov. Test pilots found

1258-407: Was first flown with its original three-bladed propeller on 7 May of that year by test pilot A. I. Zhukov. Shortly after testing began, the three-bladed propeller was replaced by a four-bladed unit. During testing the I-222 was found to have the best high-altitude performance of all Samolet A variants, as well as the best service ceiling of any Allied piston-engined fighter, though at low altitudes it

1295-401: Was mathematically derived from the desired lift characteristics. Prior to this, airfoil shapes were first created and then had their characteristics measured in a wind tunnel . The 1-series airfoils are described by five digits in the following sequence: For example, the NACA 16-123 airfoil has minimum pressure 60% of the chord back with a lift coefficient of 0.1 and maximum thickness of 23% of

1332-618: Was slower than the other Samolet A versions. The VVS assigned the designation MiG-7 for the production version of the I-222, but by 1944 the need for a high-altitude fighter was no longer urgent and no production aircraft were ordered. The I-224 was rolled out in September 1944 and flight testing began on 20 October with Yakimov at the controls. The aircraft was lost when the supercharger disintegrated, leading to an engine fire which caused Yakimov to bail out. The I-225 made its first flight on 21 July 1944, once again with Yakimov piloting, and over

1369-535: Was the I-225, or Samolet 5A, was based on the original I-220, though unlike the previous variants it was not intended for high-altitude fighting. Powered by a 1,750 hp (1,300 kW) Mikulin AM-42B engine driving a three-bladed AV-5A-22V propeller, and the underside of the cowling was deeper. The wings and pressurized cockpit were of all-metal construction, and the cockpit had improved instruments and controls. The cockpit

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