By Ernest R. McDowell, Don Greer
Few plane designs have had as peculiar or advanced a heritage because the P-40 sequence. in reality one wonders why the Air Corps elected to offer the H-75P a designation except a splash quantity within the P-36 sequence because it was once essentially a re-engined P-36A. Spin-offs from the P-36 layout could outcome not just within the P-40 however the XP-37, XP-42, XP-46, XP-53, XP-60, and XP-62 plus those given Y designations and numerous sprint numbers.
Ignoring the Curtiss Hawk biplanes, the genealogy of the P-40 would appear to have its faucet roots within the XP-934 Curtiss quick of 1932 classic. even if a few adventure within the low-wing monoplane variety was once received while the corporate produced its famed Shrike sequence of assault planes, the speedy, or XP-31 because it used to be targeted via the Air Corps, was once their first low-wing pursuit layout. via a kind of peculiar quirks, the fast at the start used to be powered by way of an in-line engine which gave method to a extra robust radial, simply the opposite of the P-36 to P-40 layout improvement. The XP-31 was once no longer profitable with both engine and the layout was once quickly deserted (It did earn the doubtful contrast of being the final U.S. pursuit airplane with a set touchdown gear). The Curtiss Company's fortunes took a downward flip within the pursuit box while the Boeing P-26A used to be chosen through the Air Corps over the XP-31.
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Additional info for Curtiss P-40 in Action
Most of the examples in the book, however, are based on flight-test results because it is the authors’ experience that many methods and guidelines which work well using simulated data break down for real flight-test applications. Flight-test results for the XV-15 tilt-rotor aircraft are used to illustrate the methods in each chapter, thereby providing a consistent example from the start to the finish of the system-identification road map. The results for the XV-15 in forward flight illustrate typical results for an aircraft configuration, whereas the results for the same vehicle in hovering flight illustrate typical results for a helicopter configuration.
These models are explained in greater detail in the context of various examples throughout this book. 2 Relationship Between Simulation and System Identiﬁcation In contrast to system-identification-based modeling, the simulation-based approach to aircraft modeling involves adopting many a priori assumptions about the vehicle characteristics. The model is typically built up from aerodynamic, inertial and structural characterizations of the aircraft’s individual component elements, such as the wing, tail, fuselage, rotor, etc.
These transfer-function models provide the key dynamic modes and control sensitivities. Transfer-function models of the bare-airframe response can be used directly for control system synthesis based on root-locus techniques, whereas equivalent system models of the closed-loop response with the automatic flight-control system (AFCS) active are widely used for handling-qualities analyses. In some applications, it might be necessary to proceed to the ultimate identification step of extracting a state-space description in terms of identified stability and control derivatives.
Curtiss P-40 in Action by Ernest R. McDowell, Don Greer