dc.contributor.author |
G. E. Pringle |
en_US |
dc.contributor.author |
T. V. Somerville |
en_US |
dc.contributor.author |
D. J. Harper |
en_US |
dc.contributor.author |
J. R. Mitchell |
en_US |
dc.contributor.author |
J. Picken |
en_US |
dc.contributor.author |
G. E. Pringle |
en_US |
dc.date.accessioned |
2014-10-21T15:55:53Z |
|
dc.date.available |
2014-10-21T15:55:53Z |
|
dc.date.issued |
1947 |
en_US |
dc.identifier.other |
ARC/R&M-2543 |
en_US |
dc.identifier.uri |
https://reports.aerade.cranfield.ac.uk/handle/1826.2/3910 |
|
dc.description.abstract |
Part I. The suggestion to use parachutes attached near the wing tips for recovery from bad spins is not news, but was considered -before tail parachutes were introduced. With the increasing interest in tailless types it has become necessary to reconsider the wing parachute as a safety device, and wind-tunnel tests have showvn that it can be of powerful assistance. Part II. The wing parachutes of a tailless aircraft prototype failed to open when streamed in an accidental spin. This gave a clue to the existence of a marked wake effect when a parachute is deployed on a tow cable behind a stalled wing. This wake effect is such as greatly to reduce the critical closing speed of the parachute. The effect measured in a wind tunnel diminishes as the cable is lengthened. It is recommended that the cables should be made as long as possible up to one and a half spans in length; here the danger of entanglement becomes real. The centrifugal forces in spinning may also be turned to good account in making the parachutes ride outside the wing wake; for the same reason, attachment at the extreme tip is preferred to attachment inboard. |
en_US |
dc.relation.ispartofseries |
Aeronautical Research Council Reports & Memoranda |
en_US |
dc.title |
Wing parachutes for recovery from the spin. Part I - General design requirements. Part II - Wake Phenomena. |
en_US |