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73-555: Development of the Lansen commenced in late Autumn 1946 as a successor to the Saab B 18/S 18 attack aircraft, although an initial contract for the design and mockup of Saab's proposed P1150 design was not issued until December 1948. As the design was refined, plans to use the indigenous STAL Dovern turbojet engine were put aside due to technical difficulties in favour of the license-built Rolls-Royce Avon powerplant instead. On 3 November 1952,

146-718: A bombardier in the nose — the Saab 18 prototype was a mid-wing monoplane with twin vertical stabilisers , and was powered by two Pratt & Whitney R-1830 Twin Wasp radial engines . Armament consisted of three 13.2-millimetre (0.52 in) machine guns, one fixed firing forwards and controlled by the pilot, the others being in flexible defensive mounts for use by the navigator and bombardier. Up to 1,000 kilograms (2,200 lb) of bombs could be carried in an internal bay , while up to eight 50-kilogram (110 lb) bombs could be carried on underwing hardpoints. Flight testing showed that

219-469: A 10 per cent laminar profile and a 35° sweep. hydraulically -boosted ailerons and large Fowler flaps on the wings comprised the primary flight control surfaces , as did the hydraulically assisted elevators of the powered tailplane; a total of four airbrakes were also present on the sides of the rear fuselage. The Lansen had a tricycle undercarriage with a single wheel on all of the landing gear . Other wing features include one-section stall fences on

292-474: A change of priorities by the Swedish Air Force, and production of the Saab 17 was accelerated, at the expense of work on the Saab 18, which, along with a change of requirements that added the role of medium bomber to the specification, resulted in the first flight of the aircraft being delayed until 19 June 1942. Manned by a crew of three — a pilot and navigator under a glazed, offset canopy, and

365-503: A high angle of attack . A small batch of P1150 prototypes completed design and evaluation trials with series production of the newly designated Saab 32 Lansen beginning in 1953. Development work on the project was recorded as having involved more than 2,000,000 man-hours in total. During 1955, the first production A 32A Lansen attack aircraft were delivered to the Swedish Air Force; deliveries of this variant proceeded through to mid 1958, at which point manufacturing activity switched to

438-434: A similar amount of lift to be generated at a lower airspeed (V). Thus, flaps are extensively in use for short takeoffs and landings ( STOL ). Extending the flaps also increases the drag coefficient of the aircraft. Therefore, for any given weight and airspeed, flaps increase the drag force. Flaps increase the drag coefficient of an aircraft due to higher induced drag caused by the distorted spanwise lift distribution on

511-457: A split flaps acts much like a spoiler, adding significantly to drag coefficient. It also adds a little to lift coefficient. It was invented by Orville Wright and James M. H. Jacobs in 1920, but only became common in the 1930s and was then quickly superseded. The Douglas DC-1 (progenitor to the DC-3 and C-47) was one of the first of many aircraft types to use split flaps. A gap between the flap and

584-472: A straightforward general arrangement, being one of the first aircraft in the world to be specifically developed to fly attack missions. From the outset, it was designed to effectively accommodate the installation of electronic warfare and various weapons systems. The aircraft could be armed with a total of four 20 mm cannon, as well as wing pylons for various calibers of rockets and assorted bombs. The J 32 variant carried four 30 mm ADEN cannons while

657-506: A third of all Lansens during 25 years of service, killing 100 crew along with 7 civilians in Vikbo. The accidents were due to a combination of technical faults, the aircraft not being ready for service, and training deficiencies in regards to flying at night and in adverse weather. In the 1960 Vikbo crash, pilot Uno Magnusson's A 32A suffered an engine outage, and ejected before crashing into a farmhouse, killing all seven civilian occupants. The crash

730-462: A useful side effect of flap deployment is a decrease in aircraft pitch angle which lowers the nose thereby improving the pilot's view of the runway over the nose of the aircraft during landing. There are many different designs of flaps, with the specific choice depending on the size, speed and complexity of the aircraft on which they are to be used, as well as the era in which the aircraft was designed. Plain flaps, slotted flaps , and Fowler flaps are

803-418: Is a high-lift device used to reduce the stalling speed of an aircraft wing at a given weight. Flaps are usually mounted on the wing trailing edges of a fixed-wing aircraft . Flaps are used to reduce the take-off distance and the landing distance. Flaps also cause an increase in drag so they are retracted when not needed. The flaps installed on most aircraft are partial-span flaps; spanwise from near

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876-602: Is now officially registered SE-RME. Production number 32543 is flying under registration SE-RMD as of 2017, also for the Swedish Air Force Historic Flight . Additionally, a number of non flying airframes are on static display at various museums and (former) air force bases. Data from The Great Book of Fighters , Combat Aircraft since 1945 General characteristics Performance Armament Aircraft of comparable role, configuration, and era Related lists Saab 18 The Saab 18

949-539: Is required in the continuous, single-slotted flap. Interference in the go-around case while the flaps are still fully deployed can cause increased drag which must not compromise the climb gradient. The rear portion of airfoil rotates downwards on a simple hinge mounted at the front of the flap. The Royal Aircraft Factory and National Physical Laboratory in the United Kingdom tested flaps in 1913 and 1914, but these were never installed in an actual aircraft. In 1916,

1022-455: Is specific to each type of aircraft, and the manufacturer will suggest limits and may indicate the reduction in climb rate to be expected. The Cessna 172S Pilot Operating Handbook recommends 10° of flaps on takeoff, when the ground is soft or it is a short runway, otherwise 0 degrees is used. Flaps may be fully extended for landing to give the aircraft a lower stall speed so the approach to landing can be flown more slowly, which also allows

1095-556: The Fairey Aviation Company made a number of improvements to a Sopwith Baby they were rebuilding, including their Patent Camber Changing Gear, making the Fairey Hamble Baby as they renamed it, the first aircraft to fly with flaps. These were full span plain flaps which incorporated ailerons, making it also the first instance of flaperons. Fairey were not alone however, as Breguet soon incorporated automatic flaps into

1168-791: The Flygvapnet : the B 18/S 18, J 21R/A 21R and J 30 ( de Havilland Mosquito ). Out of several differing design studies performed, including a twin-engine aircraft intended to be powered by a pair of de Havilland Ghost turbojet engines, Saab settled on a single-engine design, which was initially designated the P1150 . Its basic design also drew upon various materials that were obtained from Switzerland, including drawings on Messerschmitt's P.1101 , P.1110 , P.1111 and P.1112 projects. SAAB's project manager Frid Wänström retrieved these secret papers from Switzerland to Sweden in 1945. The documents had originated from Messerschmitt engineers who fled to Switzerland at

1241-489: The Northrop P-61 Black Widow . The leading edge of the flap is mounted on a track, while a point at mid chord on the flap is connected via an arm to a pivot just above the track. When the flap's leading edge moves aft along the track, the triangle formed by the track, the shaft and the surface of the flap (fixed at the pivot) gets narrower and deeper, forcing the flap down. A hinged flap which folds out from under

1314-507: The Saab Lansen in the late 1950s. Intended as a replacement for the Junkers Ju 86 in service with the Swedish Air Force, the requirement that led to the Saab 18 called for a three-seat fast reconnaissance aircraft. AB Svenska Järnvägsverkstädernas Aeroplanavdelning (ASJA), SAAB, and AB Götaverken (GV) submitted designs for consideration by the Swedish Air Force. GV's GV8 appeared to be

1387-661: The Second World War , and flight trials started, the first production aircraft with blown flaps was not until the 1957 Lockheed T2V SeaStar . Upper Surface Blowing was used on the Boeing YC-14 in 1976. Also known as the FlexFoil . A modern interpretation of wing warping, internal mechanical actuators bend a lattice that changes the airfoil shape. It may have a flexible gap seal at the transition between fixed and flexible airfoils. A type of aircraft control surface that combines

1460-480: The angle of attack on the outboard half. This is beneficial because it increases the margin above the stall of the outboard half, maintaining aileron effectiveness and reducing the likelihood of asymmetric stall, and spinning . The ideal lift distribution across a wing is elliptical, and extending partial-span flaps causes a significant departure from the elliptical. This increases lift-induced drag which can be beneficial during approach and landing because it allows

1533-429: The 1937 Lockheed Super Electra , and remains in widespread use on modern aircraft, often with multiple slots. A slotted plain flap fixed below the trailing edge of the wing, and rotating about its forward edge. When not in use, it has more drag than other types, but is more effective at creating additional lift than a plain or split flap, while retaining their mechanical simplicity. Invented by Otto Mader at Junkers in

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1606-572: The 1990s following the end of the Cold War . In Autumn 1946, the Saab company began internal studies aimed at developing a replacement aircraft for the Saab B 18/S 18 as Sweden's standard attack aircraft. During 1948, Saab was formally approached by the Swedish Government with a request to investigate the development of a turbojet -powered strike aircraft to replace a series of 1940s vintage attack, reconnaissance and night-fighter aircraft then in

1679-474: The A 32 ("A" stands for attack) had an armament of four 20 mm Bofors m/49 cannon hidden under flaps in the nose. The J 32 differed substantially from the other variant, Saab describing it as "to all intents a new aircraft", being fitted with a more powerful engine and newer armaments and different radar. The Lansen's nose also contained the Ericsson mapping and navigation radar , the forward antenna of which

1752-610: The A 32A in 1958, with the last S 18As being replaced by S 32Cs in 1959. Only a single example of the Saab 18 survives today: a B 18B, coded Red David . It is part of the collection of the Flygvapenmuseum , the Swedish Air Force Museum near Linköping in Sweden. One of a group of eight aircraft lost in a snowstorm in 1946, it was recovered and restored in 1979. Another plane is believed to have survived. One aircraft from

1825-480: The Lansen were produced, these being for attack (A 32A), fighter (J 32B), and reconnaissance (S 32C) missions. Later built aircraft were equipped with a more powerful model of the Avon engine and increasingly capable electronics. During its lengthy operational life, the Lansen also served in secondary roles, including as an electronic warfare platform, target tug , and research aircraft. The majority were retired during

1898-451: The Swedish Air Force for the P1150 were demanding: it had to be able to attack anywhere along Sweden's 2,000 km (1,245 miles) of coastline within one hour of launch from a central location. It had to be capable of being launched in any weather conditions and at day or night. In response, Saab elected to develop a twin-seat aircraft with a low-mounted wing, and equipped with advanced electronics. The P1150 would break new grounds for

1971-514: The Swedish Air Force, being their first two-seat jet aircraft, and the first to carry a built-in search radar. Saab had initially envisaged powering the P1150 with the indigenously produced STAL Dovern turbojet engine. However, both timescale and technical difficulties encountered during the development of the Dovern resulted in the Swedish government electing to substitute the intended Dovern engine with

2044-484: The accuracy of its armaments. Between 1958 and 1960, a total of 54 S32 C reconnaissance aircraft were manufactured. The last Lansen to be built was delivered to the Flygvapnet on 2 May 1960. One intended use for the A 32A was as an aerial delivery system for nuclear or chemical weapons . During the 1950s and 1960s, Sweden had operated a nuclear weapons program , however never produced such weapons. Accidents destroyed

2117-418: The aircraft to descend at a steeper angle. Extending the wing flaps increases the camber or curvature of the wing, raising the maximum lift coefficient or the upper limit to the lift a wing can generate. This allows the aircraft to generate the required lift at a lower speed, reducing the minimum speed (known as stall speed) at which the aircraft will safely maintain flight. For most aircraft configurations,

2190-425: The aircraft to land in a shorter distance. The higher lift and drag associated with fully extended flaps allows a steeper and slower approach to the landing site, but imposes handling difficulties in aircraft with very low wing loading (i.e. having little weight and a large wing area). Winds across the line of flight, known as crosswinds , cause the windward side of the aircraft to generate more lift and drag, causing

2263-451: The aircraft to roll, yaw and pitch off its intended flight path, and as a result many light aircraft land with reduced flap settings in crosswinds. Furthermore, once the aircraft is on the ground, the flaps may decrease the effectiveness of the brakes since the wing is still generating lift and preventing the entire weight of the aircraft from resting on the tires, thus increasing stopping distance, particularly in wet or icy conditions. Usually,

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2336-493: The aircraft was underpowered. However, as there was no immediate prospect for the acquisition of more powerful engines, the Saab 18 was ordered into production in both bomber (B 18A) and reconnaissance (S 18A) versions. The B 18A entered service in June 1944, and quickly became Sweden's standard medium bomber aircraft. As license-built Daimler-Benz DB 605 liquid-cooled, inline engines had become available, they were incorporated into

2409-473: The best suited to the requirement; however, its cost and the departure of their chief designer resulted in SAAB — the company having merged with ASJA in the meantime — being awarded a contract for development of their design. As a number of Americans were on the design staff of SAAB and ASJA, the Saab 18's design shared some similarities with American designs. The outbreak of World War II in 1939 led to

2482-462: The canopy. On 25 October 1953, a SAAB 32 Lansen attained a Mach number of at least 1.12 while in a shallow dive, exceeding the sound barrier . In December 1955, deliveries of the A 32A attack variant formally commenced, allowing the swift retirement of the last piston-powered B 18 bomber from Swedish service shortly thereafter. According to Bill Gunston and Peter Gilchrist, the A 32A proved to be extremely effective, both in terms of serviceability and

2555-496: The end of the Second World War. Among them were the engineer and aerodynamicist Hermann Behrbohm , who came to be part of Saab's core in the team around Saab 29 Tunnan and upcoming aircraft types like the Saab 32 Lansen and Saab 35 Draken . On 20 December 1948, a phase one contract for the design and mock-up of the proposed aircraft was issued, formally initiating development work upon the P1150 . The requirements laid out by

2628-401: The engine, the aircraft's entire aft fuselage was detachable. The air intakes for the engine were located just forwards and above the wing. The two-man pilot and navigator crew were contained in a pressurised cockpit equipped with a single-piece clamshell canopy; a second windscreen separates the cockpit in between the pilot and navigator to protect the latter in case of inadvertent jettisoning of

2701-642: The equivalent of a conventional airfoil. The principle was discovered in the 1930s, but was rarely used and was then forgotten. Late marks of the Supermarine Spitfire used a bead on the trailing edge of the elevators, which functioned in a similar manner. The entire leading edge of the wing rotates downward, effectively increasing camber and also slightly reducing chord. Most commonly found on fighters with very thin wings unsuited to other leading edge high lift devices. A type of Boundary Layer Control System, blown flaps pass engine-generated air or exhaust over

2774-419: The extended position, it could be angled up (to a negative angle of incidence) so that the aircraft could be dived vertically without needing excessive trim changes. The Zap flap was invented by Edward F. Zaparka while he was with Berliner/Joyce and tested on a General Airplanes Corporation Aristocrat in 1932 and on other types periodically thereafter, but it saw little use on production aircraft other than on

2847-414: The first P1150 prototype conducted its first flight. The design of the prototypes had initially featured both Fowler flaps and a leading edge slot; this slot was discarded as unnecessary after trials with the prototypes and never appeared on subsequent production aircraft. Triangular fences were added near the wing roots during flight testing in order to improve airflow when the aircraft was being flown at

2920-478: The first prototype performed its maiden flight ; following flight testing and several refinements, series production of the type commenced during the following year. Deliveries of the Lansen to the Swedish Air Force ( Flygvapnet ) took place between 1955 and 1960. It was the service's first twin-seat jet aircraft as well as the first to be equipped with an integrated search radar . Three principal variants of

2993-484: The flaps to increase lift beyond that attainable with mechanical flaps. Types include the original (internally blown flap) which blows compressed air from the engine over the top of the flap, the externally blown flap, which blows engine exhaust over the upper and lower surfaces of the flap, and upper surface blowing which blows engine exhaust over the top of the wing and flap. While testing was done in Britain and Germany before

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3066-451: The functions of both flaps and ailerons . As of 2014, U.S. Army Research Laboratory (ARL) researchers at NASA's Langley Research Center developed an active-flap design for helicopter rotor blades. The Continuous Trailing-Edge Flap (CTEF) uses components to change blade camber during flight, eliminating mechanical hinges in order to improve system reliability. Prototypes were constructed for wind-tunnel testing. A team from ARL completed

3139-416: The greater stresses and most flaps have a maximum speed at which they can be deployed. Control line model aircraft built for precision aerobatics competition usually have a type of maneuvering flap system that moves them in an opposing direction to the elevators, to assist in tightening the radius of a maneuver. Manufactured most often from PH steels and titanium, flap tracks control the flaps located on

3212-414: The improved Saab 18B, which first flew on 10 July 1944. Ordered into production as the B 18B dive bomber , the 18B design was further developed into the T 18B, which was planned to be a torpedo bomber variant. Due to difficulties with the torpedoes, however, the T 18B was instead developed into a heavy ground-attack aircraft, mounting a 57-millimetre (2.2 in) automatkanon m/47 autocannon under

3285-471: The initial stage of an aerotow launch and at the end of the landing run in order to maintain better control by the ailerons . Like gliders, some fighters such as the Nakajima Ki-43 also use special flaps to improve maneuverability during air combat, allowing the fighter to create more lift at a given speed, allowing for much tighter turns. The flaps used for this must be designed specifically to handle

3358-525: The late 1920s, they were most often seen on the Junkers Ju 52 and the Junkers Ju 87 Stuka , though the same basic design can also be found on many modern ultralights, like the Denney Kitfox . This type of flap is sometimes referred to as an external-airfoil flap. A type of split flap that slides backward along curved tracks that force the trailing edge downward, increasing chord and camber without affecting trim or requiring any additional mechanisms. It

3431-477: The leading edge of the slotted flap. Any flap that allows air to pass between the wing and the flap is considered a slotted flap. The slotted flap was a result of research at Handley-Page , a variant of the slot that dates from the 1920s, but was not widely used until much later. Some flaps use multiple slots to further boost the effect. A split flap that slides backwards, before hinging downward, thereby increasing first chord, then camber. The flap may form part of

3504-426: The license-built Rolls-Royce Avon Series 100 turbojet engine, designated RM.5, instead. The single Avon engine provided the Saab A 32A with a thrust to weight ratio of about 0.3, and enabled the aircraft to be roughly 10,000lb heavier than the twin engine Saab 18 it replaced; the later-produced J 32B interceptor variant received the upgraded and significantly more powerful RM6A Avon engine instead. On 3 November 1952,

3577-445: The lower wing of their Breguet 14 reconnaissance/bomber in 1917. Owing to the greater efficiency of other flap types, the plain flap is normally only used where simplicity is required. The rear portion of the lower surface of the airfoil hinges downwards from the leading edge of the flap, while the upper surface stays immobile. This can cause large changes in longitudinal trim, pitching the nose either down or up. At full deflection,

3650-451: The most common. Krueger flaps are positioned on the leading edge of the wings and are used on many jet airliners. The Fowler, Fairey-Youngman and Gouge types of flap increase the wing area in addition to changing the camber. The larger lifting surface reduces wing loading , hence further reducing the stalling speed. Some flaps are fitted elsewhere. Leading-edge flaps form the wing leading edge and when deployed they rotate down to increase

3723-429: The nose. By the late 1940s, the third crewmember's position had been eliminated, reducing the crew of the aircraft to two; the provision of air-to-ground rockets and improved bombsights had removed the requirement for a bombardier. By this time the Saab 18 had established a reputation for suffering a serious rate of attrition, and this led to the decision to outfit all of the surviving aircraft with ejection seats for

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3796-459: The other two variants of the Lansen, the J 32B and S 32C. These two models differed substantially from the first, the J 32 B being fitted with a new engine for greater flight performance along with new navigation and fire control systems. On 7 January 1957, the first J 32 B Lansen conducted its maiden flight; on 26 March 1957, the first S 32C Lansen performed its first flight. Production of the Lansen continued until May 1960. The Saab 32 Lansen had

3869-459: The outer-thirds of the wing, a pitot tube on the right wingtip, and three underwing hardpoints . To test the 35° sweepback design of the Lansen's wing, a half-scale wing was mounted on a Saab Safir , designated Saab 202 Safir. The Lansen was powered by a single afterburning Svenska Flygmotor RM5 turbojet engine, which was a license-produced Rolls-Royce Avon RA.3/Mk.109 engine manufactured by Svenska Flygmotor . For easy maintenance access to

3942-409: The pilot and navigator/gunner. Production of the Saab 18 totaled 245 examples, with the last T 18B being delivered in 1948. Used in trials of early Swedish air-to-surface missiles, the Saab 18 remained one of Sweden's frontline ground attack and reconnaissance platforms until the late 1950s, when it was replaced by the jet-powered, swept wing Saab 32 Lansen , the B 18B and T 18B being replaced by

4015-413: The pilot will raise the flaps as soon as possible to prevent this from occurring. Some gliders not only use flaps when landing, but also in flight to optimize the camber of the wing for the chosen speed. While thermalling , flaps may be partially extended to reduce the stall speed so that the glider can be flown more slowly and thereby reduce the rate of sink, which lets the glider use the rising air of

4088-499: The place of the four cannon, the camera bodies required the installation of chin blisters on the upper fuselage of the nose; the Lansen could also carry up to 12 M62 flash bombs for night photography. The fuselage of the Lansen was relatively well streamlined , being the first aircraft for which the outer skin curvature and joints between skin panels had been defined by mathematical calculation in order to reduce drag, achieved via an early application of computer technology. The wing had

4161-652: The same group that got lost in the snowstorm mentioned above was never found. A new theory of where it crashed has surfaced due to new aerial photos being released by Swedish weather and climate researchers. The plane was coded Red Niklas and according to theory it should be well preserved if it lies on the believed crash site. The Swedish Air Force has shown interest in the matter due to the plane's three crew members never being found nor buried. Data from General characteristics Performance Armament Aircraft of comparable role, configuration, and era Related lists Flap (aircraft) A flap

4234-480: The sole task of taking high altitude air samples for research purposes in collaboration with the Swedish Radiation Safety Authority ; one of these collected volcanic ash samples in mid 2010. As of April 2020 all aircraft have been withdrawn from active service. One aircraft has been restored to flying condition and takes part in air force shows. This is a J32D model which was formerly 32606, but

4307-407: The thermal more efficiently, and to turn in a smaller circle to make best use of the core of the thermal . At higher speeds a negative flap setting is used to reduce the nose-down pitching moment . This reduces the balancing load required on the horizontal stabilizer , which in turn reduces the trim drag associated with keeping the glider in longitudinal trim. Negative flap may also be used during

4380-493: The trailing edge flaps may be required to minimise interference between the engine flow and deployed flaps. In the absence of an inboard aileron, which provides a gap in many flap installations, a modified flap section may be needed. The thrust gate on the Boeing 757 was provided by a single-slotted flap in between the inboard and outboard double-slotted flaps. The A320 , A330 , A340 and A380 have no inboard aileron. No thrust gate

4453-404: The trailing edge of an aircraft's wings. Extending flaps often run on guide tracks. Where these run outside the wing structure they may be faired in to streamline them and protect them from damage. Some flap track fairings are designed to act as anti-shock bodies , which reduce drag caused by local sonic shock waves where the airflow becomes transonic at high speeds. Thrust gates, or gaps, in

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4526-503: The upper surface of the wing, like a plain flap, or it may not, like a split flap, but it must slide rearward before lowering. As a defining feature – distinguishing it from the Gouge Flap – it always provides a slot effect. The flap was invented by Harlan D. Fowler in 1924, and tested by Fred Weick at NACA in 1932. First used on the Martin 146 prototype in 1935, it entered production on

4599-527: The wing camber. The de Havilland DH.88 Comet racer had flaps running beneath the fuselage and forward of the wing trailing edge. Many of the Waco Custom Cabin series biplanes have the flaps at mid- chord on the underside of the top wing. The general airplane lift equation demonstrates these relationships: where: Here, it can be seen that increasing the area (S) and lift coefficient ( C L {\displaystyle C_{L}} ) allow

4672-476: The wing chord, mounted on the high pressure side of the trailing edge of an airfoil. It was named for racing car driver Dan Gurney who rediscovered it in 1971, and has since been used on some helicopters such as the Sikorsky S-76B to correct control problems without having to resort to a major redesign. It boosts the efficiency of even basic theoretical airfoils (made up of a triangle and a circle overlapped) to

4745-414: The wing forces high pressure air from below the wing over the flap helping the airflow remain attached to the flap, increasing lift compared to a split flap. Additionally, lift across the entire chord of the primary airfoil is greatly increased as the velocity of air leaving its trailing edge is raised, from the typical non-flap 80% of freestream, to that of the higher-speed, lower-pressure air flowing around

4818-408: The wing root to the inboard end of the ailerons . When partial-span flaps are extended they alter the spanwise lift distribution on the wing by causing the inboard half of the wing to supply an increased proportion of the lift, and the outboard half to supply a reduced proportion of the lift. Reducing the proportion of the lift supplied by the outboard half of the wing is accompanied by a reduction in

4891-408: The wing with flaps extended. Some flaps increase the wing area and, for any given speed, this also increases the parasitic drag component of total drag. Depending on the aircraft type, flaps may be partially extended for takeoff . When used during takeoff, flaps trade runway distance for climb rate: using flaps reduces ground roll but also reduces the climb rate. The amount of flap used on takeoff

4964-524: The wing's leading edge while not forming a part of the leading edge of the wing when retracted. This increases the camber and thickness of the wing, which in turn increases lift and drag. This is not the same as a leading edge droop flap, as that is formed from the entire leading edge. Invented by Werner Krüger in 1943 and evaluated in Goettingen, Krueger flaps are found on many modern swept wing airliners. A small fixed perpendicular tab of between 1 and 2% of

5037-493: Was Sweden's last purpose-built attack aircraft. The replacement of the A 32A formally began in June 1971, the more advanced Saab 37 Viggen being slowly used to take over its attack responsibilities. As the type was gradually being replaced by more modern types, the Saab 32 continued to be operated into the late 1990s as target tugs and electronic warfare platforms, a total of 20 J 32Bs having been converted for these duties. By 2010, at least two Lansens were still operational, having

5110-475: Was a twin-engine bomber and reconnaissance aircraft , designed and built by Svenska Aeroplan AB (SAAB) for use by the Swedish Air Force in response to a 1938 design competition. Due to delays, it did not enter service until 1944, but quickly became the standard Swedish bomber aircraft. Serving in the bomber, reconnaissance and ground-attack roles, it also assisted in the development of ejection seats and air-to-surface guided missiles until its replacement by

5183-423: Was due to a known fault which occurred when a drop tank was fitted; the fighter variant J32 B had been forbidden from using the drop tank. Replacement parts to correct the fault were available at the base but had not yet been fitted. The crash's causes were suppressed from the public by the Flygvapnet press office; as the victims were civilians, they were not included in official accident statistics. The A 32 Lansen

5256-458: Was housed in a large blister fairing underneath the fuselage, directly forward of the main landing gear ; this radar worked in conjunction with the Rb 04 C anti-ship missile, one of the earliest cruise missiles in western service. The attack variant of the Lansen could carry up to two RB04 missiles, one underneath each wing. On the reconnaissance variant of the Lansen, up to six cameras can be installed in

5329-556: Was invented by Arthur Gouge for Short Brothers in 1936 and used on the Short Empire and Sunderland flying boats, which used the very thick Shorts A.D.5 airfoil. Short Brothers may have been the only company to use this type. Drops down (becoming a Junkers Flap) before sliding aft and then rotating up or down. Fairey was one of the few exponents of this design, which was used on the Fairey Firefly and Fairey Barracuda . When in

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