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and could not rotate its fuselage for takeoff without the propeller fouling the ground, so it was given a variable-incidence wing. Russian designer S. G. Kozlov designed the E1 variable-incidence fighter, but the unfinished prototype was destroyed when the factory was overrun by
Germany in 1941.
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at the slow approach speed required, and this can restrict forward vision. By increasing the incidence of the wing but not the fuselage, both high lift and good forward vision can be maintained. The device also avoids the need for a long, bulky and heavy nose undercarriage to raise the angle of
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developed the variable-incidence monoplane to provide increased lift at takeoff, where the rear fuselage was too close to the ground to allow rotation of the whole aircraft. The fuselage of the
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interceptor adopted variable incidence for much the same reason as B&V. Both first flew in 1949, but only a handful of prototypes of either was built. They were followed in 1955 by the
210:(Flying Flea), which became briefly popular during the 1930s. It had a variable-incidence forewing which proved unsafe, and sales were discontinued following a series of fatal crashes.
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prototype transport sat low on a short undercarriage, allowing passengers to go on and off without the need for additional steps. Another proposal by B&V, the
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The pivot mechanism adds extra weight over a conventional wing and increases costs, but in some applications the benefits can outweigh the costs.
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must have good forward visibility during the descent and approach for a deck landing. Without a variable-incidence wing (or other
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carrier-borne jet fighter, the only variable-incidence type to go into production and enjoy a successful service career.
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inventor George
Boginoff. It is believed that four unsuccessful Russian types were built between 1916 and 1917. The
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Some early aeroplanes had wings which could be varied in incidence for control and trim, in place of conventional
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Early examples of rigid variable-incidence wings were not particularly successful. They include the
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varied the incidence of the outer wing and was used by several pioneers, including initially the
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for take-off and landing while allowing the fuselage to remain close to horizontal.
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The first example to be made in any quantity was the French tandem-wing
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Yefim Gordon and Bill
Gunston; Soviet X-Planes, Midland, 2000, p.83.
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After the war the USA revisited the idea for the jet age. The
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using its variable-incidence wing during a landing approach
280:- a variable-incidence horizontal stabilizer or tailplane.
46:. Unsourced material may be challenged and removed.
341:Jarrett, Philip. "Nothing ventured", Part Five,
156:carrier-borne jet fighter, entering production.
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142:. This allows the wing to operate at a high
152:Several examples have flown, with one, the
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106:Learn how and when to remove this message
290:plane which tilts its wings and engines.
213:During World War II, the German company
318:(first ed.). Osprey. p. 272.
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410:Chronik Eines Flugzeugwerkes 1932-1945
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44:adding citations to reliable sources
412:, Motorbuch, 2nd Impression, 1982.
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249:prototype flew in 1943, and the
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434:Variable-geometry-wing aircraft
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203:which flew only once, in 1921.
31:needs additional citations for
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345:, August 1990, pp.456-459.
386:"Blohm & Voss Bv 144"
55:"Variable-incidence wing"
316:A Dictionary of Aviation
314:Wragg, David W. (1973).
225:attack aircraft, was of
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245:attack at takeoff. The
132:variable-incidence wing
390:1000aircraftphotos.com
234:Carrier-borne aircraft
187:in 1913 and the Pasul
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439:Aircraft wing design
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247:Supermarine Type 322
227:pusher configuration
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444:Wing configurations
266:Vought F-8 Crusader
185:Ratmanoff monoplane
408:Hermann Pohlmann;
208:Mignet Pou du Ciel
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301:References
278:Stabilator
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356:FR 444010
193:Bulgarian
284:Tiltwing
272:See also
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160:History
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