CANARD PLANE PROJECT

Aim :- To build a RC(Remote Controlled) Canard
Plane.
What is canard plane? 
Canard is an airframe configuration of fixed wing aircraft in which the forward surface is smaller than the rearward, the former being known as the "canard", while the latter is the main wing. In contrast a conventional aircraft has a small horizontal stabilizer behind the main wing.
Canard designs fall into two main classes:-
a) Lifting canard:- In this configuration, the weight of the aircraft is shared between the main wing and the canard wing
b) Control canard:- most of the weight of the aircraft is carried by the main wing and the canard wing is used primarily for longitudinal control during maneuvering. The pros and cons of the canard versus conventional configurations are numerous and complex, and it is impossible to say which is superior without considering a specific design application.

Various Parameters involved in the design of Canard Plane:-

Full flow system,A full flow type oil system.

Full flow system

Fig. 8-2 A full flow type oil system.

7. Although the pressure relief valve system operates satisfactorily for engines which have a low
bearing chamber pressure, which does not unduly increase with engine speed, it becomes an
undesirable system for engines which have high chamber pressures. For example, if a bearing
chamber has a maximum pressure of 90 lb. per sq. in. It would require a pressure relief valve setting of
130 lb. per sq. in. to produce a pressure drop of 40 lb. per sq. in. at the oil feed jet. This results in theneed for large pumps and difficulty in matching the required oil flow at slower speeds.

Accessory drives

Accessory drives:



INTRODUCTION
1. Accessory units provide the power for aircraft hydraulic, pneumatic and electrical systems in  addition to providing various pumps and control systems for efficient engine operation. The high level  of dependence upon these units requires an extremely reliable drive system.taken from a rotating engine shaft, via an internal  mount for the accessories and distributes the starter may also be fitted to provide an input torque   by-pass engine takes between 400 and 500
2. The drive for the accessory units is typically gearbox, to an external gearbox which provides a appropriate geared drive to each accessory unit. A to the engine. An accessory drive system on a high  horsepower from the engine.

Fig. 7-1 Mechanical arrangement of accessory drives.

Gear train drive ,Gear train drive ,External gearbox,Auxiliary gearbox

Gear train drive :
13. When space permits, the drive may be taken to the external gearbox via a gear train (fig. 7-1). This involves the use of spur gears, sometimes incorpo-rating a centrifugal breather (Part 8). However, it is rare to find this type of drive system in current use.
Intermediate gearbox
14. Intermediate gearboxes are employed when it is not possible to directly align the radial driveshaft with
the external gearbox. To overcome this problem an intermediate gearbox is mounted on the high pressure compressor case and re-directs the drive, through bevel gears, to the external gearbox. An example of this layout is shown in fig. 7-1.

CONSTRUCTION AND MATERIALS,Gears

CONSTRUCTION AND MATERIALS
Gears


23. The spur gears of the external or auxiliary gearbox gear train (fig. 7-4 and 7-5) are mounted
between bearings supported by the front and rear casings which are bolted together. They transmit the

Fig. 7-4 An external gearbox and accessory units.

drive to each accessory unit, which is normally between 5000 and 6000 r.p.m. for the accessory
units and approximately 20,000 r.p.m. for the centrifugal breather.

24. All gear meshes are designed with 'hunting tooth' ratios which ensure that each tooth of a gear
does not engage between the same set of opposing teeth on each revolution. This spreads any wear
evenly across all teeth.

An internal gearbox,Direct drive

Fig. 7-3 An internal gearbox.

Direct drive

11. In some early engines, a radial driveshaft was used to drive each, or in some instances a pair, of

accessory units. Although this allowed each accessory unit to be located in any desirable location

around the engine and decreased the power transmitted through individual gears, it necessitated

a large internal gearbox. Additionally, numerous radial driveshafts had to be incorporated within the

design. This led to an excessive amount of time required for disassembly and assembly of the engine

for maintenance purposes.

Exhaust system | EXHAUST GAS FLOW

Fig. 6-1 A basic exhaust system.

INTRODUCTION
1. Aero gas turbine engines have an exhaust system which passes the turbine discharge gases to atmosphere at a velocity, and in the required direction, to provide the resultant thrust. The velocity and pressure of the exhaust gases create the thrust in the turbo-jet engine (para. 5) but in the turbopropeller engine only a small amount of thrust is contributed by the exhaust gases, because most of the energy has been absorbed by the turbine for driving the propeller. The design of the exhaust system therefore, exerts a considerable influence on the performance of the engine. The areas of the jet pipe and propelling or outlet nozzle affect the turbine entry temperature, the mass airflow and the velocity and pressure of the exhaust jet.
2. The temperature of the gas entering the exhaust system is between 550 and 850 deg. C. according to the type of engine and with the use of afterburning (Part 16) can be 1,500 deg. C. or higher. Therefore, it is necessary to use materials and a form of construction that will resist distortion and cracking, and prevent heat conduction to the aircraft structure.
3. A basic exhaust system is shown in fig. 6-1. The use of a thrust reverser (Part 15), noise suppressor (Part 19) and a two position propelling nozzle entails a more complicated system as shown in fig. 6-2. The low by-pass engine may also include a mixer unit (fig. 6-4) to encourage a thorough mixing of the hot and cold gas streams.

Fig. 6-2 Exhaust system with thrust reverser, noise suppressor and two position propelling nozzle.