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Canard Airplanes and Biplanes
Published in James DeLaurier, Aircraft Design Concepts, 2022
Canard airplanes are configured to have their horizontal tail forward of the wing, as shown in the picture of the 1908 Wright Model A. The horizontal tail itself is referred to as the “canard”. Such configurations have existed throughout the history of aviation, and designers have had various motivations for using these. In the Wrights’ case, they wanted the canard to provide protection in case of a crash (a “bumper”).
UAS Airframe Design
Published in R. Kurt Barnhart, Douglas M. Marshall, Eric J. Shappee, Introduction to Unmanned Aircraft Systems, 2021
Michael T. Most, Michael Stroup
Canard UASs incorporate a single, horizontal wing, smaller and located ahead of the main lifting surface. Unlike an aft horizontal stabilizer, which produces a downward force to raise the nose, the canard produces lift acting in the same direction as the main wing. Typical canard surfaces share the lifting duty with the main wing and usually have control surfaces for pitch control and airfoil camber for specific flight conditions. Distinguished from a “Tandem” configuration by virtue of the canard being substantially smaller than the main wing. The canard being upstream of the main wing can create undesirable flow conditions for the main wing. Canard lift creates downwash effectively reducing the angle of attackand coefficient of lift (Cl) of the main wing across the span shadow of the canard and likely defeating any laminar flow that might otherwise exist. For reasons of airworthiness and stability, the canard must stall before the main wing. Suitable airfoil selection and a more heavily loaded canard surface (forward “CG”) are typical ploys to achieve an early canard stall. This design feature prevents the main wing from approaching maximum Cl thus increasing takeoff and landing distances and potentially affecting endurance, (Cl^3/Cd^2). Of course, safe CG ranges must be respected.
Practical aspects of the design of an integrated flight and propulsion control system
Published in Mark B. Tischler, Advances in Aircraft Flight Control, 2018
David J. Moorhouse, Kevin D. Citurs
A simplified linear block diagram of the CONVENTIONAL-mode longitudinal control laws at speeds above 300 knots is shown in Fig. 7. This mode was designed to produce Level 1 flying qualities for precision air-to-air tracking. A forward-loop integrator and a constant gain on the nz feedback to the integrator provided the desired steady-state stick force per g. The proportional gains on the stick, pitch-rate feedback, and normal acceleration are used to produce the desired frequency and damping characteristics. The canard is driven by an angle-of-attack feedback to increase the lift-to-drag ratio while also stabilizing the unstable bare airframe. The values of the gains were computed using the inverse equivalent-system method.
The numerical investigation on the rolling decoupling of a canard-controlled missile using the jet control system
Published in Engineering Applications of Computational Fluid Mechanics, 2020
Jiawei Zhang, Juanmian Lei, Jintao Yin, Jianping Niu
The canard-controlled missile has the advantages of simple structure, high flexibility and easy maneuverability. For the canard-body-fin configuration, canards are anti-stabilizers, while fins are stabilizers to guarantee the stability of the missile. For rolling control, canards deflect asymmetrically with respect to the angle of attack plane, and thus leads to asymmetric downwash on the fins. This downwash induces a large and reverse rolling moment, which in some cases may even exceed the rolling moment produced by the canards and leading to a reverse rolling and control failure (Lesieutre et al., 1988). Therefore, studies on the aerodynamic coupling effect and decoupling measures between the canards and the fins are of great significance (Lesieutre, 2017; Mirzaei, 2018; Silton & Fresconi, 2015; Silton & Fresconi, 2015, 2016).