Insect-like flapping wing mechanism based on a double spherical Scotch yoke

PubMed Central

Galiński, Cezary; Żbikowski, Rafał

2005-01-01

We describe the rationale, concept, design and implementation of a fixed-motion (non-adjustable) mechanism for insect-like flapping wing micro air vehicles in hover, inspired by two-winged flies (Diptera). This spatial (as opposed to planar) mechanism is based on the novel idea of a double spherical Scotch yoke. The mechanism was constructed for two main purposes: (i) as a test bed for aeromechanical research on hover in flapping flight, and (ii) as a precursor design for a future flapping wing micro air vehicle. Insects fly by oscillating (plunging) and rotating (pitching) their wings through large angles, while sweeping them forwards and backwards. During this motion the wing tip approximately traces a ‘figure-of-eight’ or a ‘banana’ and the wing changes the angle of attack (pitching) significantly. The kinematic and aerodynamic data from free-flying insects are sparse and uncertain, and it is not clear what aerodynamic consequences different wing motions have. Since acquiring the necessary kinematic and dynamic data from biological experiments remains a challenge, a synthetic, controlled study of insect-like flapping is not only of engineering value, but also of biological relevance. Micro air vehicles are defined as flying vehicles approximately 150 mm in size (hand-held), weighing 50–100 g, and are developed to reconnoitre in confined spaces (inside buildings, tunnels, etc.). For this application, insect-like flapping wings are an attractive solution and hence the need to realize the functionality of insect flight by engineering means. Since the semi-span of the insect wing is constant, the kinematics are spatial; in fact, an approximate figure-of-eight/banana is traced on a sphere. Hence a natural mechanism implementing such kinematics should be (i) spherical and (ii) generate mathematically convenient curves expressing the figure-of-eight/banana shape. The double spherical Scotch yoke design has property (i) by definition and achieves (ii) by tracing spherical Lissajous curves. PMID:16849181

Power Requirements for Bi-Harmonic Amplitude and Bias Modulation Control of a Flapping Wing Micro Air Vehicle

DTIC Science & Technology

2013-03-01

acquisition DC Direct current DHPC Discrete harmonic plant compensation DLMs Dorsal longitudinal muscles DOE Design of experiments DOF Degrees of...nature, would have the inherent benefit of stealth through mimicry of insects. Such a MAV is referred to as a flapping wing micro air vehicle (FWMAV...and discrete harmonic plant compensation (DHPC) to manipulate the wings of the FWMAV. A clear understanding of what research has been done in all of

Structural dynamics and aerodynamics measurements of biologically inspired flexible flapping wings.

PubMed

Wu, P; Stanford, B K; Sällström, E; Ukeiley, L; Ifju, P G

2011-03-01

Flapping wing flight as seen in hummingbirds and insects poses an interesting unsteady aerodynamic problem: coupling of wing kinematics, structural dynamics and aerodynamics. There have been numerous studies on the kinematics and aerodynamics in both experimental and computational cases with both natural and artificial wings. These studies tend to ignore wing flexibility; however, observation in nature affirms that passive wing deformation is predominant and may be crucial to the aerodynamic performance. This paper presents a multidisciplinary experimental endeavor in correlating a flapping micro air vehicle wing's aeroelasticity and thrust production, by quantifying and comparing overall thrust, structural deformation and airflow of six pairs of hummingbird-shaped membrane wings of different properties. The results show that for a specific spatial distribution of flexibility, there is an effective frequency range in thrust production. The wing deformation at the thrust-productive frequencies indicates the importance of flexibility: both bending and twisting motion can interact with aerodynamic loads to enhance wing performance under certain conditions, such as the deformation phase and amplitude. By measuring structural deformations under the same aerodynamic conditions, beneficial effects of passive wing deformation can be observed from the visualized airflow and averaged thrust. The measurements and their presentation enable observation and understanding of the required structural properties for a thrust effective flapping wing. The intended passive responses of the different wings follow a particular pattern in correlation to their aerodynamic performance. Consequently, both the experimental technique and data analysis method can lead to further studies to determine the design principles for micro air vehicle flapping wings.

Development of elastomeric flight muscles for flapping wing micro air vehicles

NASA Astrophysics Data System (ADS)

Lau, Gih-Keong; Chin, Yao-Wei; La, Thanh-Giang

2017-04-01

Common drivers of flapping wings are a motorized crank mechanisms, which convert the motor rotation into wing reciprocation. Energetic efficiency of the motorized wing flappers can be quite low due to the lack of elastic storage and high friction. This paper relook into the flapping flight apparatus of natural flyers and draw inspiration to develop flight muscles capable of elastic storage, in addition to the frictionless thoracic compliant mechanisms. We review the recent findings on the use of dielectric elastomer actuators as flight muscles. We also discuss the challenges and the prospects of using dielectric elastomer minimum energy structure to create large and fast bending/unbending, possibly for wing flapping.

The effects of wing flexibility on the flight performance and stability of flapping wing micro air vehicles

NASA Astrophysics Data System (ADS)

Bluman, James Edward

Insect wings are flexible. However, the influence of wing flexibility on the flight dynamics of insects and flapping wing micro air vehicles is unknown. Most studies in the literature consider rigid wings and conclude that the hover equilibrium is unstable. This dissertation shows that a flapping wing flyer with flexible wings exhibits stable natural modes of the open loop system in hover, never reported before. The free-flight insect flight dynamics is modeled for both flexible and rigid wings. Wing mass and inertia are included in the nonlinear equations of motion. The flapping wing aerodynamics are modeled using a quasi-steady model, a well-validated two dimensional Navier Stokes model, and a coupled, two dimensional Navier Stokes - Euler Bernoulli beam model that accurately models the fluid-structure interaction of flexible wings. Hover equilibrium is systematically and efficiently determined with a coupled quasi-steady and Navier-Stokes equation trimmer. The power and stability are reported at hover while parametrically varying the pitch axis location for rigid wings and the structural stiffness for flexible wings. The results indicate that the rigid wings possess an unstable oscillatory mode mainly due to their pitch sensitivity to horizontal velocity perturbations. The flexible wings stabilize this mode primarily by adjusting their wing shape in the presence of perturbations. The wing's response to perturbations generates significantly more horizontal velocity damping and pitch rate damping than in rigid wings. Furthermore, the flexible wings experience substantially less wing wake interaction, which, for rigid wings, is destabilizing. The power required to hover a fruit fly with actively rotating rigid wings varies between 16.9 and 34.2 W/kg. The optimal power occurs when the pitch axis is located at 30% chord, similar to some biological observations. Flexible wings require 23.1 to 38.5 W/kg. However, flexible wings exhibit more stable system dynamics and allow for simpler and lighter designs since they do not require pitch actuation mechanisms. This study is the first to evaluate the impact of wing flexibility on the hovering stability of flapping flyers, which can explain the ranges of flexibility seen in insects and can inform designs of synthetic flapping wing robots.

Aerodynamics power consumption for mechanical flapping wings undergoing flapping and pitching motion

NASA Astrophysics Data System (ADS)

Razak, N. A.; Dimitriadis, G.; Razaami, A. F.

2017-07-01

Lately, due to the growing interest in Micro Aerial Vehicles (MAV), interest in flapping flight has been rekindled. The reason lies in the improved performance of flapping wing flight at low Reynolds number regime. Many studies involving flapping wing flight focused on the generation of unsteady aerodynamic forces such as lift and thrust. There is one aspect of flapping wing flight that received less attention. The aspect is aerodynamic power consumption. Since most mechanical flapping wing aircraft ever designed are battery powered, power consumption is fundamental in improving flight endurance. This paper reports the results of experiments carried out on mechanical wings under going active root flapping and pitching in the wind tunnel. The objective of the work is to investigate the effect of the pitch angle oscillations and wing profile on the power consumption of flapping wings via generation of unsteady aerodynamic forces. The experiments were repeated for different airspeeds, flapping and pitching kinematics, geometric angle of attack and wing sections with symmetric and cambered airfoils. A specially designed mechanical flapper modelled on large migrating birds was used. It will be shown that, under pitch leading conditions, less power is required to overcome the unsteady aerodnamics forces. The study finds less power requirement for downstroke compared to upstroke motion. Overall results demonstrate power consumption depends directly on the unsteady lift force.

Aerodynamic characteristics of the ventilated design for flapping wing micro air vehicle.

PubMed

Zhang, G Q; Yu, S C M

2014-01-01

Inspired by superior flight performance of natural flight masters like birds and insects and based on the ventilating flaps that can be opened and closed by the changing air pressure around the wing, a new flapping wing type has been proposed. It is known that the net lift force generated by a solid wing in a flapping cycle is nearly zero. However, for the case of the ventilated wing, results for the net lift force are positive which is due to the effect created by the "ventilation" in reducing negative lift force during the upstroke. The presence of moving flaps can serve as the variable in which, through careful control of the areas, a correlation with the decrease in negative lift can be generated. The corresponding aerodynamic characteristics have been investigated numerically by using different flapping frequencies and forward flight speeds.

Aerodynamic Characteristics of the Ventilated Design for Flapping Wing Micro Air Vehicle

PubMed Central

Zhang, G. Q.; Yu, S. C. M.

2014-01-01

Inspired by superior flight performance of natural flight masters like birds and insects and based on the ventilating flaps that can be opened and closed by the changing air pressure around the wing, a new flapping wing type has been proposed. It is known that the net lift force generated by a solid wing in a flapping cycle is nearly zero. However, for the case of the ventilated wing, results for the net lift force are positive which is due to the effect created by the “ventilation” in reducing negative lift force during the upstroke. The presence of moving flaps can serve as the variable in which, through careful control of the areas, a correlation with the decrease in negative lift can be generated. The corresponding aerodynamic characteristics have been investigated numerically by using different flapping frequencies and forward flight speeds. PMID:24683339

Experimental Methods to Characterize Nonlinear Vibration of Flapping Wing Micro Air Vehicles

DTIC Science & Technology

2007-03-01

EXPERIMENTAL METHODS TO CHARACTERIZE NONLINEAR VIBRATION OF FLAPPING WING MICRO AIR VEHICLES THESIS Adam P. Tobias, Captain, USAF...AFIT/GAE/ENY/07-M23 DEPARTMENT OF THE AIR FORCE AIR UNIVERSITY AIR FORCE INSTITUTE OF TECHNOLOGY Wright-Patterson Air Force Base, Ohio...author and do not reflect the official policy or position of the United States Air Force, Department of Defense, or the United States Government

The need for higher-order averaging in the stability analysis of hovering, flapping-wing flight.

PubMed

Taha, Haithem E; Tahmasian, Sevak; Woolsey, Craig A; Nayfeh, Ali H; Hajj, Muhammad R

2015-01-05

Because of the relatively high flapping frequency associated with hovering insects and flapping wing micro-air vehicles (FWMAVs), dynamic stability analysis typically involves direct averaging of the time-periodic dynamics over a flapping cycle. However, direct application of the averaging theorem may lead to false conclusions about the dynamics and stability of hovering insects and FWMAVs. Higher-order averaging techniques may be needed to understand the dynamics of flapping wing flight and to analyze its stability. We use second-order averaging to analyze the hovering dynamics of five insects in response to high-amplitude, high-frequency, periodic wing motion. We discuss the applicability of direct averaging versus second-order averaging for these insects.

An insect-inspired flapping wing micro air vehicle with double wing clap-fling effects and capability of sustained hovering

NASA Astrophysics Data System (ADS)

Nguyen, Quoc-Viet; Chan, Woei Leong; Debiasi, Marco

2015-03-01

We present our recent flying insect-inspired Flapping-Wing Micro Air Vehicle (FW-MAV) capable of hovering flight which we have recently achieved. The FW-MAV has wing span of 22 cm (wing tip-to-wing tip), weighs about 16.6 grams with onboard integration of radio control system including a radio receiver, an electronic speed control (ESC) for brushless motor, three servos for attitude flight controls of roll, pitch, and yaw, and a single cell lithium-polymer (LiPo) battery (3.7 V). The proposed gear box enables the FW-MAV to use one DC brushless motor to synchronously drive four wings and take advantage of the double clap-and-fling effects during one flapping cycle. Moreover, passive wing rotation is utilized to simplify the design, in addition to passive stabilizing surfaces for flight stability. Powered by a single cell LiPo battery (3.7 V), the FW-MAV flaps at 13.7 Hz and produces an average vertical force or thrust of about 28 grams, which is sufficient for take-off and hovering flight. Finally, free flight tests in terms of vertical take-off, hovering, and manual attitude control flight have been conducted to verify the performance of the FW-MAV.

Physics-Based Design of Micro Air Vehicles

DTIC Science & Technology

2012-04-01

7   Figure 5. Comparison of an insect wing and a manufactured wing for a flapping MAV. .............. 8...topologies for a flapping-wing compliant actuation mechanism. Hatched areas are clamped. Cases 1-3 have fixed supports; cases 4 and 5 have variable...world by flying insects , birds, and mammals. However, an inadequate understanding of the complex, nonlinear, and multidisciplinary physics that

CFD based aerodynamic modeling to study flight dynamics of a flapping wing micro air vehicle

NASA Astrophysics Data System (ADS)

Rege, Alok Ashok

The demand for small unmanned air vehicles, commonly termed micro air vehicles or MAV's, is rapidly increasing. Driven by applications ranging from civil search-and-rescue missions to military surveillance missions, there is a rising level of interest and investment in better vehicle designs, and miniaturized components are enabling many rapid advances. The need to better understand fundamental aspects of flight for small vehicles has spawned a surge in high quality research in the area of micro air vehicles. These aircraft have a set of constraints which are, in many ways, considerably different from that of traditional aircraft and are often best addressed by a multidisciplinary approach. Fast-response non-linear controls, nano-structures, integrated propulsion and lift mechanisms, highly flexible structures, and low Reynolds aerodynamics are just a few of the important considerations which may be combined in the execution of MAV research. The main objective of this thesis is to derive a consistent nonlinear dynamic model to study the flight dynamics of micro air vehicles with a reasonably accurate representation of aerodynamic forces and moments. The research is divided into two sections. In the first section, derivation of the nonlinear dynamics of flapping wing micro air vehicles is presented. The flapping wing micro air vehicle (MAV) used in this research is modeled as a system of three rigid bodies: a body and two wings. The design is based on an insect called Drosophila Melanogaster, commonly known as fruit-fly. The mass and inertial effects of the wing on the body are neglected for the present work. The nonlinear dynamics is simulated with the aerodynamic data published in the open literature. The flapping frequency is used as the control input. Simulations are run for different cases of wing positions and the chosen parameters are studied for boundedness. Results show a qualitative inconsistency in boundedness for some cases, and demand a better aerodynamic data. The second part of research involves preliminary work required to generate new aerodynamic data for the nonlinear model. First, a computational mesh is created over a 2-D wing section of the MAV model. A finite volume based computational flow solver is used to test different flapping trajectories of the wing section. Finally, a parametric study of the results obtained from the tests is performed.

Understanding the unsteady aerodynamics of a revolving wing with pitching-flapping perturbations

NASA Astrophysics Data System (ADS)

Chen, Long; Wu, Jianghao; Zhou, Chao; Hsu, Shih-Jung; Eslam Panah, Azar; Cheng, Bo

2017-11-01

Revolving wings become less efficient for lift generation at low Reynolds numbers. Unlike flying insects using reciprocating revolving wings to exploit unsteady mechanisms for lift enhancement, an alternative that introduces unsteadiness through vertical flapping perturbation, is studied via experiments and simulations. Substantial drag reduction, linearly dependent on Strouhal number, is observed for a flapping-perturbed revolving wing at zero angle of attack (AoA), which can be explained by changes in the effective angle of attack and formation of reverse Karman vortex streets. When the AoA increases, flapping perturbations improve the maximum lift coefficient attainable by the revolving wing, with minor increases of drag or even minor drag reductions depending on Strouhal number and normalized flapping amplitude. When the pitching perturbations are further introduced, more substantial drag reduction and lift enhancement can be achieved in zero and positive AoAs, respectively. As the flapping-perturbed wings are less efficient compared with revolving wings in terms of power loading, the pitching-flapping perturbations can achieve a higher power loading at 20°AoA and thus have potential applications in micro air vehicle designs. This research was supported by NSF, DURIP, NSFC and Penn State Multi-Campus SEED Grant.

Lift production through asymmetric flapping

NASA Astrophysics Data System (ADS)

Jalikop, Shreyas; Sreenivas, K. R.

2009-11-01

At present, there is a strong interest in developing Micro Air Vehicles (MAV) for applications like disaster management and aerial surveys. At these small length scales, the flight of insects and small birds suggests that unsteady aerodynamics of flapping wings can offer many advantages over fixed wing flight, such as hovering-flight, high maneuverability and high lift at large angles of attack. Various lift generating mechanims such as delayed stall, wake capture and wing rotation contribute towards our understanding of insect flight. We address the effect of asymmetric flapping of wings on lift production. By visualising the flow around a pair of rectangular wings flapping in a water tank and numerically computing the flow using a discrete vortex method, we demonstrate that net lift can be produced by introducing an asymmetry in the upstroke-to-downstroke velocity profile of the flapping wings. The competition between generation of upstroke and downstroke tip vortices appears to hold the key to understanding this lift generation mechanism.

Influence of wing tip morphology on vortex dynamics of flapping flight

NASA Astrophysics Data System (ADS)

Krishna, Swathi; Mulleners, Karen

2013-11-01

The mechanism of flapping wing flight provides insects with extraordinary flight capabilities. The uniquely shaped wing tips give insects an edge in flight performance and the interaction between the leading edge vortices and wing tip vortices enhance their propelling efficiencies and manoeuvrability. These are qualities that are sought after in current-day Micro Air Vehicles. A detailed understanding of the vortex dynamics of flapping flight and the influence of the wing tip planform is imperative for technical application. An experimental study is conducted to investigate the effects of different wing tip planforms on the formation, evolution and interaction of vortical structures. We thereby focus on the interaction between the coherent structures evolving from the leading edge and the wing tip during pitching and flapping motions.The spatial and temporal evolution of the three-dimensional flow structures are determined using Scanning (Stereo) Particle Image Velocimetry and an in-depth coherent structure analysis. By comparing the vortex dynamics, the aerodynamic performance of various wing tip planforms are evaluated.

Aerodynamics of a bio-inspired flexible flapping-wing micro air vehicle.

PubMed

Nakata, T; Liu, H; Tanaka, Y; Nishihashi, N; Wang, X; Sato, A

2011-12-01

MAVs (micro air vehicles) with a maximal dimension of 15 cm and nominal flight speeds of around 10 m s⁻¹, operate in a Reynolds number regime of 10⁵ or lower, in which most natural flyers including insects, bats and birds fly. Furthermore, due to their light weight and low flight speed, the MAVs' flight characteristics are substantially affected by environmental factors such as wind gust. Like natural flyers, the wing structures of MAVs are often flexible and tend to deform during flight. Consequently, the aero/fluid and structural dynamics of these flyers are closely linked to each other, making the entire flight vehicle difficult to analyze. We have recently developed a hummingbird-inspired, flapping flexible wing MAV with a weight of 2.4-3.0 g and a wingspan of 10-12 cm. In this study, we carry out an integrated study of the flexible wing aerodynamics of this flapping MAV by combining an in-house computational fluid dynamic (CFD) method and wind tunnel experiments. A CFD model that has a realistic wing planform and can mimic realistic flexible wing kinematics is established, which provides a quantitative prediction of unsteady aerodynamics of the four-winged MAV in terms of vortex and wake structures and their relationship with aerodynamic force generation. Wind tunnel experiments further confirm the effectiveness of the clap and fling mechanism employed in this bio-inspired MAV as well as the importance of the wing flexibility in designing small flapping-wing MAVs.

Experimental and numerical studies of beetle-inspired flapping wing in hovering flight.

PubMed

Van Truong, Tien; Le, Tuyen Quang; Park, Hoon Cheol; Byun, Doyoung

2017-05-17

In this paper, we measure unsteady forces and visualize 3D vortices around a beetle-like flapping wing model in hovering flight by experiment and numerical simulation. The measurement of unsteady forces and flow patterns around the wing were conducted using a dynamically scaled wing model in the mineral-oil tank. The wing kinematics were directly derived from the experiment of a real beetle. The 3D flow structures of the flapping wing were captured by using air bubble visualization while forces were measured by a sensor attached at the wing base. In comparison, the size and topology of spiral leading edge vortex, trailing edge vortex and tip vortex are well matched from experimental and numerical studies. In addition, the time history of forces calculated from numerical simulation is also similar to that from theforce measurement. A difference of average force is in order of 10 percent. The results indicate that the leading edge vortex due to rotational acceleration at the end of the stroke during flapping wing causes significant reduction of lift. The present study provides useful information on hover flight to develop a beetle-like flapping wing Micro Air Vehicle.

Design and mechanical analysis of a 3D-printed biodegradable biomimetic micro air vehicle wing

NASA Astrophysics Data System (ADS)

Salami, E.; Ganesan, P. B.; Ward, T. A.; Viyapuri, R.; Romli, F. I.

2016-10-01

The biomimetic micro air vehicles (BMAV) are unmanned, micro-scaled aircraft that are bio-inspired from flying organisms to achieve the lift and thrust by flapping their wings. There are still many technological challenges involved with designing the BMAV. One of these is designing the ultra-lightweight materials and structures for the wings that have enough mechanical strength to withstand continuous flapping at high frequencies. Insects achieve this by having chitin-based, wing frame structures that encompass a thin, film membrane. The main objectives of this study are to design a biodegradable BMAV wing (inspired from the dragonfly) and analyze its mechanical properties. The dragonfly-like wing frame structure was bio-mimicked and fabricated using a 3D printer. A chitosan nanocomposite film membrane was applied to the BMAV wing frames through casting method. Its mechanical performance was analyzed using universal testing machine (UTM). This analysis indicates that the tensile strength and Young's modulus of the wing with a membrane is nearly double that of the wing without a membrane, which allow higher wing beat frequencies and deflections that in turn enable a greater lifting performance.

Optimal flapping wing for maximum vertical aerodynamic force in hover: twisted or flat?

PubMed

Phan, Hoang Vu; Truong, Quang Tri; Au, Thi Kim Loan; Park, Hoon Cheol

2016-07-08

This work presents a parametric study, using the unsteady blade element theory, to investigate the role of twist in a hovering flapping wing. For the investigation, a flapping-wing system was developed to create a wing motion of large flapping amplitude. Three-dimensional kinematics of a passively twisted wing, which is capable of creating a linearly variable geometric angle of attack (AoA) along the wingspan, was measured during the flapping motion and used for the analysis. Several negative twist or wash-out configurations with different values of twist angle, which is defined as the difference in the average geometric AoAs at the wing root and the wing tip, were obtained from the measured wing kinematics through linear interpolation and extrapolation. The aerodynamic force generation and aerodynamic power consumption of these twisted wings were obtained and compared with those of flat wings. For the same aerodynamic power consumption, the vertical aerodynamic forces produced by the negatively twisted wings are approximately 10%-20% less than those produced by the flat wings. However, these twisted wings require approximately 1%-6% more power than flat wings to produce the same vertical force. In addition, the maximum-force-producing twisted wing, which was found to be the positive twist or wash-in configuration, was used for comparison with the maximum-force-producing flat wing. The results revealed that the vertical aerodynamic force and aerodynamic power consumption of the two types of wings are almost identical for the hovering condition. The power loading of the positively twisted wing is only approximately 2% higher than that of the maximum-force-producing flat wing. Thus, the flat wing with proper wing kinematics (or wing rotation) can be regarded as a simple and efficient candidate for the development of hovering flapping-wing micro air vehicle.

Dipteran wing motor-inspired flapping flight versatility and effectiveness enhancement

PubMed Central

Harne, R. L.; Wang, K. W.

2015-01-01

Insects are a prime source of inspiration towards the development of small-scale, engineered, flapping wing flight systems. To help interpret the possible energy transformation strategies observed in Diptera as inspiration for mechanical flapping flight systems, we revisit the perspective of the dipteran wing motor as a bistable click mechanism and take a new, and more flexible, outlook to the architectural composition previously considered. Using a representative structural model alongside biological insights and cues from nonlinear dynamics, our analyses and experimental results reveal that a flight mechanism able to adjust motor axial support stiffness and compression characteristics may dramatically modulate the amplitude range and type of wing stroke dynamics achievable. This corresponds to significantly more versatile aerodynamic force generation without otherwise changing flapping frequency or driving force amplitude. Whether monostable or bistable, the axial stiffness is key to enhance compressed motor load bearing ability and aerodynamic efficiency, particularly compared with uncompressed linear motors. These findings provide new foundation to guide future development of bioinspired, flapping wing mechanisms for micro air vehicle applications, and may be used to provide insight to the dipteran muscle-to-wing interface. PMID:25608517

Beneficial aerodynamic effect of wing scales on the climbing flight of butterflies.

PubMed

Slegers, Nathan; Heilman, Michael; Cranford, Jacob; Lang, Amy; Yoder, John; Habegger, Maria Laura

2017-01-30

It is hypothesized that butterfly wing scale geometry and surface patterning may function to improve aerodynamic efficiency. In order to investigate this hypothesis, a method to measure butterfly flapping kinematics optically over long uninhibited flapping sequences was developed. Statistical results for the climbing flight flapping kinematics of 11 butterflies, based on a total of 236 individual flights, both with and without their wing scales, are presented. Results show, that for each of the 11 butterflies, the mean climbing efficiency decreased after scales were removed. Data was reduced to a single set of differences of climbing efficiency using are paired t-test. Results show a mean decrease in climbing efficiency of 32.2% occurred with a 95% confidence interval of 45.6%-18.8%. Similar analysis showed that the flapping amplitude decreased by 7% while the flapping frequency did not show a significant difference. Results provide strong evidence that butterfly wing scale geometry and surface patterning improve butterfly climbing efficiency. The authors hypothesize that the wing scale's effect in measured climbing efficiency may be due to an improved aerodynamic efficiency of the butterfly and could similarly be used on flapping wing micro air vehicles to potentially achieve similar gains in efficiency.

Flexible flapping wings with self-organized microwrinkles.

PubMed

Tanaka, Hiroto; Okada, Hiroyuki; Shimasue, Yosuke; Liu, Hao

2015-06-29

Bio-inspired flapping wings with a wrinkled wing membrane were designed and fabricated. The wings consist of carbon fibre-reinforced plastic frames and a polymer film with microscale wrinkles inspired by bird feathers and the corrugations of insect wings. The flexural and tensile stiffness of the wrinkled film can be controlled by modifying the orientations and waveforms of the wrinkles, thereby expanding the design space of flexible wings for micro flapping-wing aerial robots. A self-organization phenomenon was exploited in the fabrication of the microwrinkles such that microscale wrinkles spanning a broad wing area were spontaneously created. The wavy shape of these self-organized wrinkles was used as a mould, and a Parylene film was deposited onto the mould to form a wrinkled wing film. The effect of the waveforms of the wrinkles on the film stiffness was investigated theoretically, computationally and experimentally. Compared with a flat film, the flexural stiffness was increased by two orders of magnitude, and the tensile stiffness was reduced by two orders of magnitude. To demonstrate the effect of the wrinkles on the actual deformation of the flapping wings and the resulting aerodynamic forces, the fabricated wrinkled wings were tested using a tethered electric flapping mechanism. Chordwise unidirectional wrinkles were found to prevent fluttering near the trailing edge and to produce a greater aerodynamic lift compared with a flat wing or a wing with spanwise wrinkles. Our results suggest that the fine stiffness control of the wing film that can be achieved by tuning the microwrinkles can improve the aerodynamic performance of future flapping-wing aerial robots.

Unsteady bio-fluid dynamics in flying and swimming

NASA Astrophysics Data System (ADS)

Liu, Hao; Kolomenskiy, Dmitry; Nakata, Toshiyuki; Li, Gen

2017-08-01

Flying and swimming in nature present sophisticated and exciting ventures in biomimetics, which seeks sustainable solutions and solves practical problems by emulating nature's time-tested patterns, functions, and strategies. Bio-fluids in insect and bird flight, as well as in fish swimming are highly dynamic and unsteady; however, they have been studied mostly with a focus on the phenomena associated with a body or wings moving in a steady flow. Characterized by unsteady wing flapping and body undulation, fluid-structure interactions, flexible wings and bodies, turbulent environments, and complex maneuver, bio-fluid dynamics normally have challenges associated with low Reynolds number regime and high unsteadiness in modeling and analysis of flow physics. In this article, we review and highlight recent advances in unsteady bio-fluid dynamics in terms of leading-edge vortices, passive mechanisms in flexible wings and hinges, flapping flight in unsteady environments, and micro-structured aerodynamics in flapping flight, as well as undulatory swimming, flapping-fin hydrodynamics, body-fin interaction, C-start and maneuvering, swimming in turbulence, collective swimming, and micro-structured hydrodynamics in swimming. We further give a perspective outlook on future challenges and tasks of several key issues of the field.

Development of Photographic Dynamic Measurements Applicable to Evaluation of Flapping Wing Micro Air Vehicles

DTIC Science & Technology

2011-12-01

deformation is passive, because there are no control muscles to actively change the wing shape[2].   2    1.2 The Problem The overall...properly under flapping conditions to generate lift. This is key because the insect lacks muscles to actively change the wing shape[2]. For a...millimeters with the origin at the center of the left camera. During these tests, there was still glare off the carbon fiber , although it did not obscure

Design and Performance of Insect-Scale Flapping-Wing Vehicles

NASA Astrophysics Data System (ADS)

Whitney, John Peter

Micro-air vehicles (MAVs)---small versions of full-scale aircraft---are the product of a continued path of miniaturization which extends across many fields of engineering. Increasingly, MAVs approach the scale of small birds, and most recently, their sizes have dipped into the realm of hummingbirds and flying insects. However, these non-traditional biologically-inspired designs are without well-established design methods, and manufacturing complex devices at these tiny scales is not feasible using conventional manufacturing methods. This thesis presents a comprehensive investigation of new MAV design and manufacturing methods, as applicable to insect-scale hovering flight. New design methods combine an energy-based accounting of propulsion and aerodynamics with a one degree-of-freedom dynamic flapping model. Important results include analytical expressions for maximum flight endurance and range, and predictions for maximum feasible wing size and body mass. To meet manufacturing constraints, the use of passive wing dynamics to simplify vehicle design and control was investigated; supporting tests included the first synchronized measurements of real-time forces and three-dimensional kinematics generated by insect-scale flapping wings. These experimental methods were then expanded to study optimal wing shapes and high-efficiency flapping kinematics. To support the development of high-fidelity test devices and fully-functional flight hardware, a new class of manufacturing methods was developed, combining elements of rigid-flex printed circuit board fabrication with "pop-up book" folding mechanisms. In addition to their current and future support of insect-scale MAV development, these new manufacturing techniques are likely to prove an essential element to future advances in micro-optomechanics, micro-surgery, and many other fields.

Dipteran wing motor-inspired flapping flight versatility and effectiveness enhancement.

PubMed

Harne, R L; Wang, K W

2015-03-06

Insects are a prime source of inspiration towards the development of small-scale, engineered, flapping wing flight systems. To help interpret the possible energy transformation strategies observed in Diptera as inspiration for mechanical flapping flight systems, we revisit the perspective of the dipteran wing motor as a bistable click mechanism and take a new, and more flexible, outlook to the architectural composition previously considered. Using a representative structural model alongside biological insights and cues from nonlinear dynamics, our analyses and experimental results reveal that a flight mechanism able to adjust motor axial support stiffness and compression characteristics may dramatically modulate the amplitude range and type of wing stroke dynamics achievable. This corresponds to significantly more versatile aerodynamic force generation without otherwise changing flapping frequency or driving force amplitude. Whether monostable or bistable, the axial stiffness is key to enhance compressed motor load bearing ability and aerodynamic efficiency, particularly compared with uncompressed linear motors. These findings provide new foundation to guide future development of bioinspired, flapping wing mechanisms for micro air vehicle applications, and may be used to provide insight to the dipteran muscle-to-wing interface. © 2015 The Author(s) Published by the Royal Society. All rights reserved.

Study of Flapping Flight Using Discrete Vortex Method Based Simulations

NASA Astrophysics Data System (ADS)

Devranjan, S.; Jalikop, Shreyas V.; Sreenivas, K. R.

2013-12-01

In recent times, research in the area of flapping flight has attracted renewed interest with an endeavor to use this mechanism in Micro Air vehicles (MAVs). For a sustained and high-endurance flight, having larger payload carrying capacity we need to identify a simple and efficient flapping-kinematics. In this paper, we have used flow visualizations and Discrete Vortex Method (DVM) based simulations for the study of flapping flight. Our results highlight that simple flapping kinematics with down-stroke period (tD) shorter than the upstroke period (tU) would produce a sustained lift. We have identified optimal asymmetry ratio (Ar = tD/tU), for which flapping-wings will produce maximum lift and find that introducing optimal wing flexibility will further enhances the lift.

A review of compliant transmission mechanisms for bio-inspired flapping-wing micro air vehicles.

PubMed

Zhang, C; Rossi, C

2017-02-15

Flapping-wing micro air vehicles (FWMAVs) are a class of unmanned aircraft that imitate flight characteristics of natural organisms such as birds, bats, and insects, in order to achieve maximum flight efficiency and manoeuvrability. Designing proper mechanisms for flapping transmission is an extremely important aspect for FWMAVs. Compliant transmission mechanisms have been considered as an alternative to rigid transmission systems due to their lower the number of parts, thereby reducing the total weight, lower energy loss thanks to little or practically no friction among parts, and at the same time, being able to store and release mechanical power during the flapping cycle. In this paper, the state-of-the-art research in this field is dealt upon, highlighting open challenges and research topics. An optimization method for designing compliant transmission mechanisms inspired by the thoraxes of insects is also introduced.

Digital Image Correlation of Flapping Wings for Micro-Technologies

DTIC Science & Technology

2011-08-01

polyethylene ( LDPE ) 0.03-mm-thick plastic was used for the wing skin, which was tautly stretched and taped to a solid surface. The LDPE is adhered to the wing...simplicity purposes and to maintain minimal skin thickness. Unfortunately, the effect of adding the paint to the LDPE is unknown since the wing must

Lift and Power Required for Flapping Wing Hovering Flight on Mars

NASA Astrophysics Data System (ADS)

Pohly, Jeremy; Sridhar, Madhu; Bluman, James; Kang, Chang-Kwon; Landrum, D. Brian; Fahimi, Farbod; Aono, Hikaru; Liu, Hao

2017-11-01

Achieving flight on Mars is challenging due to the ultra-low density atmosphere. Bio-inspired flapping motion can generate sufficient lift if bumblebee-inspired wings are scaled up between 2 and 4 times their nominal size. However, due to this scaling, the inertial power required to sustain hover increases and dominates over the aerodynamic power. Our results show that a torsional spring placed at the wing root can reduce the flapping power required for hover by efficiently storing and releasing energy while operating at its resonance frequency. The spring assisted reduction in flapping power is demonstrated with a well-validated, coupled Navier-Stokes and flight dynamics solver. The total power is reduced by 79%, whereas the flapping power is reduced by 98%. Such a reduction in power paves the way for an efficient, realizable micro air vehicle capable of vertical takeoff and landing as well as sustained flight on Mars. Alabama Space Grant Consortium Fellowship.

Effect of torsional stiffness and inertia on the dynamics of low aspect ratio flapping wings.

PubMed

Xiao, Qing; Hu, Jianxin; Liu, Hao

2014-03-01

Micro air vehicle-motivated aerodynamics in biological flight has been an important subject in the past decade. Inspired by the novel flapping wing mechanisms in insects, birds and bats, we have carried out a numerical study systematically investigating a three-dimensional flapping rigid wing with passively actuated lateral and rotational motion. Distinguishing it from the limited existing studies, this work performs a systematic examination on the effects of wing aspect ratio (AR = 1.0 to infinity), inertia (density ratio σ = 4-32), torsional stiffness (frequency ratio F = 1.5-10 and infinity) and pivot point (from chord-center to leading edge) on the dynamics response of a low AR rectangular wing under an initial zero speed flow field condition. The simulation results show that the symmetry breakdown of the flapping wing results in a forward/backward motion with a rotational pitching. When the wing reaches its stable periodic state, the induced pitching frequency is identical to its forced flapping frequency. However, depending on various kinematic and dynamic system parameters, (i.e. flapping frequency, density ratio and pitching axis), the lateral induced velocity shows a number of different oscillating frequencies. Furthermore, compared with a one degree of freedom (DoF) wing in the lateral direction only, the propulsion performance of such a two DoF wing relies very much on the magnitude of torsional stiffness adding on the pivot point, as well as its pitching axis. In all cases examined here, thrust force and moment generated by a long span wing is larger than that of a short wing, which is remarkably linked to the strong reverse von Kármán vortex street formed in the wake of a wing.

On the aerodynamic characteristics of hovering rigid and flexible hawkmoth-like wings

NASA Astrophysics Data System (ADS)

Lua, K. B.; Lai, K. C.; Lim, T. T.; Yeo, K. S.

2010-12-01

Insect wings are subjected to fluid, inertia and gravitational forces during flapping flight. Owing to their limited rigidity, they bent under the influence of these forces. Numerical study by Hamamoto et al. (Adv Robot 21(1-2):1-21, 2007) showed that a flexible wing is able to generate almost as much lift as a rigid wing during flapping. In this paper, we take a closer look at the relationship between wing flexibility (or stiffness) and aerodynamic force generation in flapping hovering flight. The experimental study was conducted in two stages. The first stage consisted of detailed force measurement and flow visualization of a rigid hawkmoth-like wing undergoing hovering hawkmoth flapping motion and simple harmonic flapping motion, with the aim of establishing a benchmark database for the second stage, which involved hawkmoth-like wing of different flexibility performing the same flapping motions. Hawkmoth motion was conducted at Re = 7,254 and reduced frequency of 0.26, while simple harmonic flapping motion at Re = 7,800 and 11,700, and reduced frequency of 0.25. Results show that aerodynamic force generation on the rigid wing is governed primarily by the combined effect of wing acceleration and leading edge vortex generated on the upper surface of the wing, while the remnants of the wake vortices generated from the previous stroke play only a minor role. Our results from the flexible wing study, while generally supportive of the finding by Hamamoto et al. (Adv Robot 21(1-2):1-21, 2007), also reveal the existence of a critical stiffness constant, below which lift coefficient deteriorates significantly. This finding suggests that although using flexible wing in micro air vehicle application may be beneficial in term of lightweight, too much flexibility can lead to deterioration in flapping performance in terms of aerodynamic force generation. The results further show that wings with stiffness constant above the critical value can deliver mean lift coefficient almost the same as a rigid wing when executing hawkmoth motion, but lower than the rigid wing when performing a simple harmonic motion. In all cases studied (7,800 ≤ Re ≤ 11,700), the Reynolds number does not alter the force generation significantly.

Comprehensive modeling and control of flexible flapping wing micro air vehicles

NASA Astrophysics Data System (ADS)

Nogar, Stephen Michael

Flapping wing micro air vehicles hold significant promise due to the potential for improved aerodynamic efficiency, enhanced maneuverability and hover capability compared to fixed and rotary configurations. However, significant technical challenges exist to due the lightweight, highly integrated nature of the vehicle and coupling between the actuators, flexible wings and control system. Experimental and high fidelity analysis has demonstrated that aeroelastic effects can change the effective kinematics of the wing, reducing vehicle stability. However, many control studies for flapping wing vehicles do not consider these effects, and instead validate the control strategy with simple assumptions, including rigid wings, quasi-steady aerodynamics and no consideration of actuator dynamics. A control evaluation model that includes aeroelastic effects and actuator dynamics is developed. The structural model accounts for geometrically nonlinear behavior using an implicit condensation technique and the aerodynamic loads are found using a time accurate approach that includes quasi-steady, rotational, added mass and unsteady effects. Empirically based parameters in the model are fit using data obtained from a higher fidelity solver. The aeroelastic model and its ingredients are compared to experiments and computations using models of higher fidelity, and indicate reasonable agreement. The developed control evaluation model is implemented in a previously published, baseline controller that maintains stability using an asymmetric wingbeat, known as split-cycle, along with changing the flapping frequency and wing bias. The model-based controller determines the control inputs using a cycle-averaged, linear control design model, which assumes a rigid wing and no actuator dynamics. The introduction of unaccounted for dynamics significantly degrades the ability of the controller to track a reference trajectory, and in some cases destabilizes the vehicle. This demonstrates the importance of considering coupled aeroelastic and actuator dynamics in closed-loop control of flapping wings. A controller is developed that decouples the normal form of the vehicle dynamics, which accounts for coupling of the forces and moments acting on the vehicle and enables enhanced tuning capabilities. This controller, using the same control design model as the baseline controller, stabilizes the system despite the uncertainty between the control design and evaluation models. The controller is able to stabilize cases with significant wing flexibility and limited actuator capabilities, despite a reduction in control effectiveness. Additionally, to achieve a minimally actuated vehicle, the wing bias mechanism is removed. Using the same control design methodology, increased performance is observed compared to the baseline controller. However, due to the dependence on the split-cycle mechanism to generate a pitching moment instead of wing bias, the controller is more susceptible to instability from wing flexibility and limited actuator capacity. This work highlights the importance of coupled dynamics in the design and control of flapping wing micro air vehicles. Future enhancements to this work should focus on the reduced order structural and aerodynamics models. Applications include using the developed dynamics model to evaluate other kinematics and control schemes, ultimately enabling improved vehicle and control design.

The morphological characterization of the forewing of the Manduca sexta species for the application of biomimetic flapping wing micro air vehicles.

PubMed

O'Hara, R P; Palazotto, A N

2012-12-01

To properly model the structural dynamics of the forewing of the Manduca sexta species, it is critical that the material and structural properties of the biological specimen be understood. This paper presents the results of a morphological study that has been conducted to identify the material and structural properties of a sample of male and female Manduca sexta specimens. The average mass, area, shape, size and camber of the wing were evaluated using novel measurement techniques. Further emphasis is placed on studying the critical substructures of the wing: venation and membrane. The venation cross section is measured using detailed pathological techniques over the entire venation of the wing. The elastic modulus of the leading edge veins is experimentally determined using advanced non-contact structural dynamic techniques. The membrane elastic modulus is randomly sampled over the entire wing to determine global material properties for the membrane using nanoindentation. The data gathered from this morphological study form the basis for the replication of future finite element structural models and engineered biomimetic wings for use with flapping wing micro air vehicles.

Numerical simulation of X-wing type biplane flapping wings in 3D using the immersed boundary method.

PubMed

Tay, W B; van Oudheusden, B W; Bijl, H

2014-09-01

The numerical simulation of an insect-sized 'X-wing' type biplane flapping wing configuration is performed in 3D using an immersed boundary method solver at Reynolds numbers equal to 1000 (1 k) and 5 k, based on the wing's root chord length. This X-wing type flapping configuration draws its inspiration from Delfly, a bio-inspired ornithopter MAV which has two pairs of wings flapping in anti-phase in a biplane configuration. The objective of the present investigation is to assess the aerodynamic performance when the original Delfly flapping wing micro-aerial vehicle (FMAV) is reduced to the size of an insect. Results show that the X-wing configuration gives more than twice the average thrust compared with only flapping the upper pair of wings of the X-wing. However, the X-wing's average thrust is only 40% that of the upper wing flapping at twice the stroke angle. Despite this, the increased stability which results from the smaller lift and moment variation of the X-wing configuration makes it more suited for sharp image capture and recognition. These advantages make the X-wing configuration an attractive alternative design for insect-sized FMAVS compared to the single wing configuration. In the Reynolds number comparison, the vorticity iso-surface plot at a Reynolds number of 5 k revealed smaller, finer vortical structures compared to the simulation at 1 k, due to vortices' breakup. In comparison, the force output difference is much smaller between Re = 1 k and 5 k. Increasing the body inclination angle generates a uniform leading edge vortex instead of a conical one along the wingspan, giving higher lift. Understanding the force variation as the body inclination angle increases will allow FMAV designers to optimize the thrust and lift ratio for higher efficiency under different operational requirements. Lastly, increasing the spanwise flexibility of the wings increases the thrust slightly but decreases the efficiency. The thrust result is similar to one of the spanwise studies, but the efficiency result contradicts it, indicating that other flapping parameters are involved as well. Results from this study provide a deeper understanding of the underlying aerodynamics of the X-wing type, which will help to improve the performance of insect-sized FMAVs using this unique configuration.

A comparative study of the hovering efficiency of flapping and revolving wings.

PubMed

Zheng, L; Hedrick, T; Mittal, R

2013-09-01

Direct numerical simulations are used to explore the hovering performance and efficiency for hawkmoth-inspired flapping and revolving wings at Reynolds (Re) numbers varying from 50 to 4800. This range covers the gamut from small (fruit fly size) to large (hawkmoth size) flying insects and is also relevant to the design of micro- and nano-aerial vehicles. The flapping wing configuration chosen here corresponds to a hovering hawkmoth and the model is derived from high-speed videogrammetry of this insect. The revolving wing configuration also employs the wings of the hawkmoth but these are arranged in a dual-blade configuration typical of helicopters. Flow for both of these configurations is simulated over the range of Reynolds numbers of interest and the aerodynamic performance of the two compared. The comparison of these two seemingly different configurations raises issues regarding the appropriateness of various performance metrics and even characteristic scales; these are also addressed in the current study. Finally, the difference in the performance between the two is correlated with the flow physics of the two configurations. The study indicates that viscous forces dominate the aerodynamic power expenditure of the revolving wing to a degree not observed for the flapping wing. Consequently, the lift-to-power metric of the revolving wing declines rapidly with decreasing Reynolds numbers resulting in a hovering performance that is at least a factor of 2 lower than the flapping wing at Reynolds numbers less than about 100.

Unsteady aerodynamics of a pitching-flapping-perturbed revolving wing at low Reynolds number

NASA Astrophysics Data System (ADS)

Chen, Long; Wu, Jianghao; Zhou, Chao; Hsu, Shih-Jung; Cheng, Bo

2018-05-01

Due to adverse viscous effects, revolving wings suffer universally from low efficiency at low Reynolds number (Re). By reciprocating wing revolving motion, natural flyers flying at low Re successfully exploit unsteady effects to augment force production and efficiency. Here we investigate the aerodynamics of an alternative, i.e., a revolving wing with concomitant unsteady pitching and vertical flapping perturbations (a pitching-flapping-perturbed revolving wing). The current work builds upon a previous study on flapping-perturbed revolving wings (FP-RWs) and focuses on combined effects of pitching-flapping perturbation on force generation and vortex behaviors. The results show that, compared with a FR-RW, pitching motion further (1) reduces the external driving torque for rotating at 0° angle of attack (α0) and (2) enhances lift and leads to a self-rotating equilibrium at α0 = 20°. The power loading of a revolving wing at α0 = 20° can be improved using pitching-flapping perturbations with large pitching amplitude but small Strouhal number. Additionally, an advanced pitching improves the reduction of external driving torque, whereas a delayed pitching weakens both the lift enhancement and the reduction of external driving torque. Further analysis shows that pitching effects can be mainly decomposed into the Leading-Edge-Vortex (LEV)-mediated pressure component and geometric projection component, together they determine the force performance. LEV circulation is found to be determined by the instantaneous effective angle of attack but could be affected asymmetrically between upstroke and downstroke depending on the nominal angle of attack. Pitching-flapping perturbation thus can potentially inspire novel mechanisms to improve the aerodynamic performance of rotary wing micro air vehicles.

Design and development of flapping wing micro air vehicle

NASA Astrophysics Data System (ADS)

Hynes, N. Rajesh Jesudoss; Solomon, A. Jeffey Markus; Kathiresh, E.; Brighton, D.; Velu, P. Shenbaga

2018-05-01

Birds and insects have different methods of producing lift and thrust for hovering and forward flight. Most birds, however, cannot hover. Wing tips of birds follow simple paths in flight, whereas insects have very complicated wing tip paths, for hovering and forward flight, which vary with each species. FMAV based on avian flight. Development of Flapping Wing Air Vehicle (FWAV) is an on-going quest to master the natural flyers by mechanical means. It is characterized by unsteady aerodynamics, whose knowledge is still developing. The present work aims at include being capable of manoeuvring around and over obstacles by adjusting pitch, yaw, and roll, able to glide for five seconds under its own power, skilful at alternating between flapping and gliding with minimal disruption of flight pattern and being durable enough to withstand impacts with minimal to no damage.

Design and stable flight of a 21 g insect-like tailless flapping wing micro air vehicle with angular rates feedback control.

PubMed

Phan, Hoang Vu; Kang, Taesam; Park, Hoon Cheol

2017-04-04

An insect-like tailless flapping wing micro air vehicle (FW-MAV) without feedback control eventually becomes unstable after takeoff. Flying an insect-like tailless FW-MAV is more challenging than flying a bird-like tailed FW-MAV, due to the difference in control principles. This work introduces the design and controlled flight of an insect-like tailless FW-MAV, named KUBeetle. A combination of four-bar linkage and pulley-string mechanisms was used to develop a lightweight flapping mechanism that could achieve a high flapping amplitude of approximately 190°. Clap-and-flings at dorsal and ventral stroke reversals were implemented to enhance vertical force. In the absence of a control surface at the tail, adjustment of the location of the trailing edges at the wing roots to modulate the rotational angle of the wings was used to generate control moments for the attitude control. Measurements by a 6-axis load cell showed that the control mechanism produced reasonable pitch, roll and yaw moments according to the corresponding control inputs. The control mechanism was integrated with three sub-micro servos to realize the pitch, roll and yaw controls. A simple PD feedback controller was implemented for flight stability with an onboard microcontroller and a gyroscope that sensed the pitch, roll and yaw rates. Several flight tests demonstrated that the tailless KUBeetle could successfully perform a vertical climb, then hover and loiter within a 0.3 m ground radius with small variations in pitch and roll body angles.

Insect-inspired wing actuation structures based on ring-type resonators

NASA Astrophysics Data System (ADS)

Bolsman, Caspar T.; Goosen, Johannes F. L.; van Keulen, Fred

2008-03-01

In this paper, we illustrate and study the opportunities of resonant ring type structures as wing actuation mechanisms for a flapping wing Micro Air Vehicle (MAV). Various design alternatives are presented and studied based on computational and physical models. Insects provide an excellent source of inspiration for the development of the wing actuation mechanisms for flapping wing MAVs. The insect thorax is a structure which in essence provides a mechanism to couple the wing muscles to the wings while offering weight reduction through application of resonance, using tailored elasticity. The resonant properties of the thorax are a very effective way to reducing the power expenditure of wing movement. The wing movement itself is fairly complex and is guided by a set of control muscles and thoracic structures which are present in proximity of the wing root. The development of flapping wing MAVs requires a move away from classical structures and actuators. The use of gears and rotational electric motors is hard to justify at the small scale. Resonant structures provide a large design freedom whilst also providing various options for actuation. The move away from deterministic mechanisms offers possibilities for mass reduction.

Optimal pitching axis location of flapping wings for efficient hovering flight.

PubMed

Wang, Q; Goosen, J F L; van Keulen, F

2017-09-01

Flapping wings can pitch passively about their pitching axes due to their flexibility, inertia, and aerodynamic loads. A shift in the pitching axis location can dynamically alter the aerodynamic loads, which in turn changes the passive pitching motion and the flight efficiency. Therefore, it is of great interest to investigate the optimal pitching axis for flapping wings to maximize the power efficiency during hovering flight. In this study, flapping wings are modeled as rigid plates with non-uniform mass distribution. The wing flexibility is represented by a linearly torsional spring at the wing root. A predictive quasi-steady aerodynamic model is used to evaluate the lift generated by such wings. Two extreme power consumption scenarios are modeled for hovering flight, i.e. the power consumed by a drive system with and without the capacity of kinetic energy recovery. For wings with different shapes, the optimal pitching axis location is found such that the cycle-averaged power consumption during hovering flight is minimized. Optimization results show that the optimal pitching axis is located between the leading edge and the mid-chord line, which shows close resemblance to insect wings. An optimal pitching axis can save up to 33% of power during hovering flight when compared to traditional wings used by most of flapping wing micro air vehicles (FWMAVs). Traditional wings typically use the straight leading edge as the pitching axis. With the optimized pitching axis, flapping wings show higher pitching amplitudes and start the pitching reversals in advance of the sweeping reversals. These phenomena lead to higher lift-to-drag ratios and, thus, explain the lower power consumption. In addition, the optimized pitching axis provides the drive system higher potential to recycle energy during the deceleration phases as compared to their counterparts. This observation underlines the particular importance of the wing pitching axis location for energy-efficient FWMAVs when using kinetic energy recovery drive systems.

Micro-Scale Flapping Wings for the Advancement of Flying MEMS

DTIC Science & Technology

2009-03-01

section. As air strikes the airfoil, it is divided over and under the wing. The airfoil is curved in a manner such that the air passing over the wing moves...This table briefly describes the L-edit layout of Figure A.1. MUMPS Run 82 Micromirrors Mirrors fabricated to EENG 636 specifications Thermal

Clap-and-fling mechanism in a hovering insect-like two-winged flapping-wing micro air vehicle.

PubMed

Phan, Hoang Vu; Au, Thi Kim Loan; Park, Hoon Cheol

2016-12-01

This study used numerical and experimental approaches to investigate the role played by the clap-and-fling mechanism in enhancing force generation in hovering insect-like two-winged flapping-wing micro air vehicle (FW-MAV). The flapping mechanism was designed to symmetrically flap wings at a high flapping amplitude of approximately 192°. The clap-and-fling mechanisms were thereby implemented at both dorsal and ventral stroke reversals. A computational fluid dynamic (CFD) model was constructed based on three-dimensional wing kinematics to estimate the force generation, which was validated by the measured forces using a 6-axis load cell. The computed forces proved that the CFD model provided reasonable estimation with differences less than 8%, when compared with the measured forces. The measurement indicated that the clap and flings at both the stroke reversals augmented the average vertical force by 16.2% when compared with the force without the clap-and-fling effect. In the CFD simulation, the clap and flings enhanced the vertical force by 11.5% and horizontal drag force by 18.4%. The observations indicated that both the fling and the clap contributed to the augmented vertical force by 62.6% and 37.4%, respectively, and to the augmented horizontal drag force by 71.7% and 28.3%, respectively. The flow structures suggested that a strong downwash was expelled from the opening gap between the trailing edges during the fling as well as the clap at each stroke reversal. In addition to the fling phases, the influx of air into the low-pressure region between the wings from the leading edges also significantly contributed to augmentation of the vertical force. The study conducted for high Reynolds numbers also confirmed that the effect of the clap and fling was insignificant when the minimum distance between the two wings exceeded 1.2c (c = wing chord). Thus, the clap and flings were successfully implemented in the FW-MAV, and there was a significant improvement in the vertical force.

Clap-and-fling mechanism in a hovering insect-like two-winged flapping-wing micro air vehicle

PubMed Central

Phan, Hoang Vu; Au, Thi Kim Loan

2016-01-01

This study used numerical and experimental approaches to investigate the role played by the clap-and-fling mechanism in enhancing force generation in hovering insect-like two-winged flapping-wing micro air vehicle (FW-MAV). The flapping mechanism was designed to symmetrically flap wings at a high flapping amplitude of approximately 192°. The clap-and-fling mechanisms were thereby implemented at both dorsal and ventral stroke reversals. A computational fluid dynamic (CFD) model was constructed based on three-dimensional wing kinematics to estimate the force generation, which was validated by the measured forces using a 6-axis load cell. The computed forces proved that the CFD model provided reasonable estimation with differences less than 8%, when compared with the measured forces. The measurement indicated that the clap and flings at both the stroke reversals augmented the average vertical force by 16.2% when compared with the force without the clap-and-fling effect. In the CFD simulation, the clap and flings enhanced the vertical force by 11.5% and horizontal drag force by 18.4%. The observations indicated that both the fling and the clap contributed to the augmented vertical force by 62.6% and 37.4%, respectively, and to the augmented horizontal drag force by 71.7% and 28.3%, respectively. The flow structures suggested that a strong downwash was expelled from the opening gap between the trailing edges during the fling as well as the clap at each stroke reversal. In addition to the fling phases, the influx of air into the low-pressure region between the wings from the leading edges also significantly contributed to augmentation of the vertical force. The study conducted for high Reynolds numbers also confirmed that the effect of the clap and fling was insignificant when the minimum distance between the two wings exceeded 1.2c (c = wing chord). Thus, the clap and flings were successfully implemented in the FW-MAV, and there was a significant improvement in the vertical force. PMID:28083112

Flow field of flexible flapping wings

NASA Astrophysics Data System (ADS)

Sallstrom, Erik

The agility and maneuverability of natural fliers would be desirable to incorporate into engineered micro air vehicles (MAVs). However, there is still much for engineers to learn about flapping flight in order to understand how such vehicles can be built for efficient flying. The goal of this study is to develop a methodology for capturing high quality flow field data around flexible flapping wings in a hover environment and to interpret it to gain a better understanding of how aerodynamic forces are generated. The flow field data was captured using particle image velocimetry (PIV) and required that measurements be taken around a repeatable flapping motion to obtain phase-averaged data that could be studied throughout the flapping cycle. Therefore, the study includes the development of flapping devices with a simple repeatable single degree of freedom flapping motion. The acquired flow field data has been examined qualitatively and quantitatively to investigate the mechanisms behind force production in hovering flight and to relate it to observations in previous research. Specifically, the flow fields have been investigated around a rigid wing and several carbon fiber reinforced flexible membrane wings. Throughout the whole study the wings were actuated with either a sinusoidal or a semi-linear flapping motion. The semi-linear flapping motion holds the commanded angular velocity nearly constant through half of each half-stroke while the sinusoidal motion is always either accelerating or decelerating. The flow fields were investigated by examining vorticity and vortex structures, using the Q criterion as the definition for the latter, in two and three dimensions. The measurements were combined with wing deflection measurements to demonstrate some of the key links in how the fluid-structure interactions generated aerodynamic forces. The flow fields were also used to calculate the forces generated by the flapping wings using momentum balance methods which yielded details of where along the wing the forces were generated. As expected, these results indicated that the spanwise location of where the forces were generated depended upon the wings membrane material and reinforcement pattern, but in general it was in the outer third of the wing. (Full text of this dissertation may be available via the University of Florida Libraries web site. Please check http://www.uflib.ufl.edu/etd.html)

Multidisciplinary Investigation of Unsteady Aerodynamics and Flight Dynamics in Rapidly Maneuvering Micro Air Vehicles: Theory, Laboratory and Flight Experiments

DTIC Science & Technology

2013-11-13

are important and relevant to any vehicle configuration with either fixed, flapping, or rotary wings. Major Research Activities and Findings A...rotates about the leading edge spar. Analysis also shows that synchronization of normal acceleration and pitching angle is important for achieving...2.5, 2.6] found that twist and camber deformations play an important part in the motion of flapping wings and are attributed to elastic deformations of

Repeatable Manufacture of Wings for Flapping Wing Micro Air Vehicles Using Microelectromechanical System (MEMS) Fabrication Techniques

DTIC Science & Technology

2011-03-01

properties, but would be very difficult to adapt to a MEMS fabrication process. Nitinol was also considered as a structural material for its...such as iron, carbon, hydrogen and oxygen(13). Nitinol was also considered for these wings, but the expense and lead time was too great. Aside

Investigation of span-chordwise bending anisotropy of honeybee forewings

PubMed Central

Ning, JianGuo; Ma, Yun; Zhang, PengFei

2017-01-01

ABSTRACT In this study, the spanwise and chordwise bending stiffness EI of honeybee forewings were measured by a cantilevered bending test. The test results indicate that the spanwise EI of the forewing is two orders of magnitude larger than the chordwise EI. Three structural aspects result in this span-chordwise bending anisotropy: the distribution of resilin patches, the corrugation along the span and the leading edge vein of the venation. It was found that flexion lines formed by resilin patches revealed through fluorescence microscopy promoted the chordwise bending of the forewing during flapping flight. Furthermore, the corrugation of the wing and leading edge veins of the venation, revealed by micro-computed tomography, determines the relatively greater spanwise EI of the forewing. The span-chordwise anisotropy exerts positive structural and aerodynamic influences on the wing. In summary, this study potentially assists researchers in understanding the bending characteristics of insect wings and might be an important reference for the design and manufacture of bio-inspired wings for flapping micro aerial vehicles. PMID:28396486

An experimental comparative study of the efficiency of twisted and flat flapping wings during hovering flight.

PubMed

Phan, Hoang Vu; Truong, Quang Tri; Park, Hoon Cheol

2017-04-19

This work presents a parametric study to find a proper wing configuration for achieving economical flight using unsteady blade element theory, which is based on the 3D kinematics of a flapping wing. Power loading was first considered as a performance parameter for the study. The power loadings at each wing section along the wingspan were obtained for various geometric angles of attack (AoAs) by calculating the ratios of the vertical forces generated and the power consumed by that particular wing section. The results revealed that the power loading of a negatively twisted wing could be higher than the power loading that a flat wing can have; the power loading of the negatively twisted wing was approximately 5.9% higher. Given the relatively low average geometric AoA (α A,root   ≈  44° and α A,tip   ≈  25°), the vertical force produced by the twisted wing for the highest power loading was approximately 24.4% less than that produced by the twisted wing for the strongest vertical force. Therefore, for a given wing geometry and flapping amplitude, a flapping-wing micro air vehicle required a 13.5% increase in flapping frequency to generate the same strongest cycle-average vertical force while saving about 24.3% power. However, when force 3 /power 2 and force 2 /power ratios were considered as performance indices, the twisted wings for the highest force 3 /power 2 (α A,root   ≈  43° and α A,tip   ≈  30°) and force 2 /power (α A,root   ≈  43° and α A,tip   ≈  36°) required only 6.5% and 4% increases in flapping frequency and consumed 26.2% and 25.3% less power, respectively. Thus, it is preferable to use a flapping wing operating at a high frequency using the geometric AoAs for the highest power loading, force 3 /power 2 ratio, and force 2 /power ratio over a flapping wing operating at a low frequency using a high geometric AoA with the strongest vertical force. Additionally, by considering both aerodynamic and inertial forces, this study obtained average geometric AoAs in the range of 30° to 40°, which are similar to those of a typical hovering insect's wings. Therefore, the operation of an aerodynamically uneconomical, high AoA in a hovering insect's wings during flight is explainable.

Flow structures around a flapping wing considering ground effect

NASA Astrophysics Data System (ADS)

Van Truong, Tien; Kim, Jihoon; Kim, Min Jun; Park, Hoon Cheol; Yoon, Kwang Joon; Byun, Doyoung

2013-07-01

Over the past several decades, there has been great interest in understanding the aerodynamics of flapping flight, namely the two flight modes of hovering and forward flight. However, there has been little focus on the aerodynamic characteristics during takeoff of insects. In a previous study we found that the Rhinoceros Beetle ( Trypoxylusdichotomus) takes off without jumping, which is uncommon for other insects. In this study we built a scaled-up electromechanical model of a flapping wing and investigated fluid flow around the beetle's wing model. In particular, the present dynamically scaled mechanical model has the wing kinematics pattern achieved from the real beetle's wing kinematics during takeoff. In addition, we could systematically change the three-dimensional inclined motion of the flapping model through each stroke. We used digital particle image velocimetry with high spatial resolution, and were able to qualitatively and quantitatively study the flow field around the wing at a Reynolds number of approximately 10,000. The present results provide insight into the aerodynamics and the evolution of vortical structures, as well as the ground effect experienced by a beetle's wing during takeoff. The main unsteady mechanisms of beetles have been identified and intensively analyzed as the stability of the leading edge vortex (LEV) during strokes, the delayed stall during upstroke, the rotational circulation in pronation periods, and wake capture in supination periods. Due to the ground effect, the LEV was enhanced during half downstroke, and the lift force could thus be increased to lift the beetle during takeoff. This is useful for researchers in developing a micro air vehicle that has a beetle-like flapping wing motion.

Performance of direct-driven flapping-wing actuator with piezoelectric single-crystal PIN-PMN-PT

NASA Astrophysics Data System (ADS)

Ozaki, Takashi; Hamaguchi, Kanae

2018-02-01

We present a prototype flapping-wing actuator with a direct-driven mechanism to generate lift in micro- and nano-aerial vehicles. This mechanism has an advantage of simplicity because it has no transmission system between the actuator and wing. We fabricated the piezoelectric unimorph actuator from single-crystal PIN-PMN-PT, which achieved a lift force up to 1.45 mN, a value about 1.9 times larger than the mass of the actuator itself. This is the first reported demonstration of an insect-scale actuator with a direct-driven mechanism that can generate a lift force greater than its own weight.

Biomechanics and biomimetics in insect-inspired flight systems

PubMed Central

Liu, Hao; Ravi, Sridhar; Kolomenskiy, Dmitry; Tanaka, Hiroto

2016-01-01

Insect- and bird-size drones—micro air vehicles (MAV) that can perform autonomous flight in natural and man-made environments are now an active and well-integrated research area. MAVs normally operate at a low speed in a Reynolds number regime of 104–105 or lower, in which most flying animals of insects, birds and bats fly, and encounter unconventional challenges in generating sufficient aerodynamic forces to stay airborne and in controlling flight autonomy to achieve complex manoeuvres. Flying insects that power and control flight by flapping wings are capable of sophisticated aerodynamic force production and precise, agile manoeuvring, through an integrated system consisting of wings to generate aerodynamic force, muscles to move the wings and a control system to modulate power output from the muscles. In this article, we give a selective review on the state of the art of biomechanics in bioinspired flight systems in terms of flapping and flexible wing aerodynamics, flight dynamics and stability, passive and active mechanisms in stabilization and control, as well as flapping flight in unsteady environments. We further highlight recent advances in biomimetics of flapping-wing MAVs with a specific focus on insect-inspired wing design and fabrication, as well as sensing systems. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528780

Translational damping on high-frequency flapping wings

NASA Astrophysics Data System (ADS)

Parks, Perry A.

Flapping fliers such as insects and birds depend on passive translational and rotational damping to terminate quick maneuvers and to provide a source of partial stability in an otherwise unstable dynamic system. Additionally, passive translational and rotational damping reduce the amount of active kinematic changes that must be made to terminate maneuvers and maintain stability. The study of flapping-induced damping phenomena also improves the understanding of micro air vehicle (MAV) dynamics needed for the synthesis of effective flight control strategies. Aerodynamic processes which create passive translational and rotational damping as a direct result of symmetric flapping with no active changes in wing kinematics have been previously studied and were termed flapping counter-force (FCF) and flapping counter-torque (FCT), respectively. In this first study of FCF measurement in air, FCF generation is measured using a pendulum system designed to isolate and measure the relationship of translational flapping-induced damping with wingbeat frequency for a 2.86 gram mechanical flapper equipped with real cicada wings. Analysis reveals that FCF generation and wingbeat frequency are directly proportional, as expected from previous work. The quasi-steady FCF model using Blade-Element-Theory is used as an estimate for translational flapping-induced damping. In most cases, the model proves to be accurate in predicting the relationship between flapping-induced damping and wingbeat frequency. "Forward-backward" motion proves to have the strongest flapping-induced damping while "up-down" motion has the weakest.

Experimental Characterization of the Structural Dynamics and Aero-Structural Sensitivity of a Hawkmoth Wing Toward the Development of Design Rules for Flapping-Wing Micro Air Vehicles

DTIC Science & Technology

2013-03-01

Dominated Research 21 2.2.3 Trend 3 : Biomimicked Wing Design 23 2.2.4 Knowledge Gap: Beneficial Flexibility 25 2.2.5 Controversy: The Aeroelastic...Aerovironment Inc. ........................................................................................ 3 Figure 2: The “Hummingbird” developed...5 Figure 3 The number of UAS hours flown by the DOD from 1996

Biomechanics and biomimetics in insect-inspired flight systems.

PubMed

Liu, Hao; Ravi, Sridhar; Kolomenskiy, Dmitry; Tanaka, Hiroto

2016-09-26

Insect- and bird-size drones-micro air vehicles (MAV) that can perform autonomous flight in natural and man-made environments are now an active and well-integrated research area. MAVs normally operate at a low speed in a Reynolds number regime of 10(4)-10(5) or lower, in which most flying animals of insects, birds and bats fly, and encounter unconventional challenges in generating sufficient aerodynamic forces to stay airborne and in controlling flight autonomy to achieve complex manoeuvres. Flying insects that power and control flight by flapping wings are capable of sophisticated aerodynamic force production and precise, agile manoeuvring, through an integrated system consisting of wings to generate aerodynamic force, muscles to move the wings and a control system to modulate power output from the muscles. In this article, we give a selective review on the state of the art of biomechanics in bioinspired flight systems in terms of flapping and flexible wing aerodynamics, flight dynamics and stability, passive and active mechanisms in stabilization and control, as well as flapping flight in unsteady environments. We further highlight recent advances in biomimetics of flapping-wing MAVs with a specific focus on insect-inspired wing design and fabrication, as well as sensing systems.This article is part of the themed issue 'Moving in a moving medium: new perspectives on flight'. © 2016 The Author(s).

Adaptive Neural Network Control of a Flapping Wing Micro Aerial Vehicle With Disturbance Observer.

PubMed

He, Wei; Yan, Zichen; Sun, Changyin; Chen, Yunan

2017-10-01

The research of this paper works out the attitude and position control of the flapping wing micro aerial vehicle (FWMAV). Neural network control with full state and output feedback are designed to deal with uncertainties in this complex nonlinear FWMAV dynamic system and enhance the system robustness. Meanwhile, we design disturbance observers which are exerted into the FWMAV system via feedforward loops to counteract the bad influence of disturbances. Then, a Lyapunov function is proposed to prove the closed-loop system stability and the semi-global uniform ultimate boundedness of all state variables. Finally, a series of simulation results indicate that proposed controllers can track desired trajectories well via selecting appropriate control gains. And the designed controllers possess potential applications in FWMAVs.

BATMAV: a 2-DOF bio-inspired flapping flight platform

NASA Astrophysics Data System (ADS)

Bunget, Gheorghe; Seelecke, Stefan

2010-04-01

Due to the availability of small sensors, Micro-Aerial Vehicles (MAVs) can be used for detection missions of biological, chemical and nuclear agents. Traditionally these devices used fixed or rotary wings, actuated with electric DC motortransmission, a system which brings the disadvantage of a heavier platform. The overall objective of the BATMAV project is to develop a biologically inspired bat-like MAV with flexible and foldable wings for flapping flight. This paper presents a flight platform that features bat-inspired wings which are able to actively fold their elbow joints. A previous analysis of the flight physics for small birds, bats and large insects, revealed that the mammalian flight anatomy represents a suitable flight platform that can be actuated efficiently using Shape Memory Alloy (SMA) artificial-muscles. A previous study of the flight styles in bats based on the data collected by Norberg [1] helped to identify the required joint angles as relevant degrees of freedom for wing actuation. Using the engineering theory of robotic manipulators, engineering kinematic models of wings with 2 and 3-DOFs were designed to mimic the wing trajectories of the natural flier Plecotus auritus. Solid models of the bat-like skeleton were designed based on the linear and angular dimensions resulted from the kinematic models. This structure of the flight platform was fabricated using rapid prototyping technologies and assembled to form a desktop prototype with 2-DOFs wings. Preliminary flapping test showed suitable trajectories for wrist and wingtip that mimic the flapping cycle of the natural flyer.

Quasi-steady aerodynamic model of clap-and-fling flapping MAV and validation using free-flight data.

PubMed

Armanini, S F; Caetano, J V; Croon, G C H E de; Visser, C C de; Mulder, M

2016-06-30

Flapping-wing aerodynamic models that are accurate, computationally efficient and physically meaningful, are challenging to obtain. Such models are essential to design flapping-wing micro air vehicles and to develop advanced controllers enhancing the autonomy of such vehicles. In this work, a phenomenological model is developed for the time-resolved aerodynamic forces on clap-and-fling ornithopters. The model is based on quasi-steady theory and accounts for inertial, circulatory, added mass and viscous forces. It extends existing quasi-steady approaches by: including a fling circulation factor to account for unsteady wing-wing interaction, considering real platform-specific wing kinematics and different flight regimes. The model parameters are estimated from wind tunnel measurements conducted on a real test platform. Comparison to wind tunnel data shows that the model predicts the lift forces on the test platform accurately, and accounts for wing-wing interaction effectively. Additionally, validation tests with real free-flight data show that lift forces can be predicted with considerable accuracy in different flight regimes. The complete parameter-varying model represents a wide range of flight conditions, is computationally simple, physically meaningful and requires few measurements. It is therefore potentially useful for both control design and preliminary conceptual studies for developing new platforms.

Aerodynamic efficiency of a bioinspired flapping wing rotor at low Reynolds number

PubMed Central

Guo, S.

2018-01-01

This study investigates the aerodynamic efficiency of a bioinspired flapping wing rotor kinematics which combines an active vertical flapping motion and a passive horizontal rotation induced by aerodynamic thrust. The aerodynamic efficiencies for producing both vertical lift and horizontal thrust of the wing are obtained using a quasi-steady aerodynamic model and two-dimensional (2D) CFD analysis at Reynolds number of 2500. The calculated efficiency data show that both efficiencies (propulsive efficiency-ηp, and efficiency for producing lift-Pf) of the wing are optimized at Strouhal number (St) between 0.1 and 0.5 for a range of wing pitch angles (upstroke angle of attack αu less than 45°); the St for high Pf (St = 0.1 ∼ 0.3) is generally lower than for high ηp (St = 0.2 ∼ 0.5), while the St for equilibrium rotation states lies between the two. Further systematic calculations show that the natural equilibrium of the passive rotating wing automatically converges to high-efficiency states: above 85% of maximum Pf can be obtained for a wide range of prescribed wing kinematics. This study provides insight into the aerodynamic efficiency of biological flyers in cruising flight, as well as practical applications for micro air vehicle design. PMID:29657749

Design and evaluation of a deformable wing configuration for economical hovering flight of an insect-like tailless flying robot.

PubMed

Phan, Hoang Vu; Park, Hoon Cheol

2018-04-18

Studies on wing kinematics indicate that flapping insect wings operate at higher angles of attack (AoAs) than conventional rotary wings. Thus, effectively flying an insect-like flapping-wing micro air vehicle (FW-MAV) requires appropriate wing design for achieving low power consumption and high force generation. Even though theoretical studies can be performed to identify appropriate geometric AoAs for a wing for achieving efficient hovering flight, designing an actual wing by implementing these angles into a real flying robot is challenging. In this work, we investigated the wing morphology of an insect-like tailless FW-MAV, which was named KUBeetle, for obtaining high vertical force/power ratio or power loading. Several deformable wing configurations with various vein structures were designed, and their characteristics of vertical force generation and power requirement were theoretically and experimentally investigated. The results of the theoretical study based on the unsteady blade element theory (UBET) were validated with reference data to prove the accuracy of power estimation. A good agreement between estimated and measured results indicated that the proposed UBET model can be used to effectively estimate the power requirement and force generation of an FW-MAV. Among the investigated wing configurations operating at flapping frequencies of 23 Hz to 29 Hz, estimated results showed that the wing with a suitable vein placed outboard exhibited an increase of approximately 23.7%  ±  0.5% in vertical force and approximately 10.2%  ±  1.0% in force/power ratio. The estimation was supported by experimental results, which showed that the suggested wing enhanced vertical force by approximately 21.8%  ±  3.6% and force/power ratio by 6.8%  ±  1.6%. In addition, wing kinematics during flapping motion was analyzed to determine the reason for the observed improvement.

Biologically Inspired Micro-Flight Research

NASA Technical Reports Server (NTRS)

Raney, David L.; Waszak, Martin R.

2003-01-01

Natural fliers demonstrate a diverse array of flight capabilities, many of which are poorly understood. NASA has established a research project to explore and exploit flight technologies inspired by biological systems. One part of this project focuses on dynamic modeling and control of micro aerial vehicles that incorporate flexible wing structures inspired by natural fliers such as insects, hummingbirds and bats. With a vast number of potential civil and military applications, micro aerial vehicles represent an emerging sector of the aerospace market. This paper describes an ongoing research activity in which mechanization and control concepts for biologically inspired micro aerial vehicles are being explored. Research activities focusing on a flexible fixed- wing micro aerial vehicle design and a flapping-based micro aerial vehicle concept are presented.

Effect of outer wing separation on lift and thrust generation in a flapping wing system.

PubMed

Mahardika, Nanang; Viet, Nguyen Quoc; Park, Hoon Cheol

2011-09-01

We explore the implementation of wing feather separation and lead-lagging motion to a flapping wing. A biomimetic flapping wing system with separated outer wings is designed and demonstrated. The artificial wing feather separation is implemented in the biomimetic wing by dividing the wing into inner and outer wings. The features of flapping, lead-lagging, and outer wing separation of the flapping wing system are captured by a high-speed camera for evaluation. The performance of the flapping wing system with separated outer wings is compared to that of a flapping wing system with closed outer wings in terms of forward force and downward force production. For a low flapping frequency ranging from 2.47 to 3.90 Hz, the proposed biomimetic flapping wing system shows a higher thrust and lift generation capability as demonstrated by a series of experiments. For 1.6 V application (lower frequency operation), the flapping wing system with separated wings could generate about 56% higher forward force and about 61% less downward force compared to that with closed wings, which is enough to demonstrate larger thrust and lift production capability of the separated outer wings. The experiments show that the outer parts of the separated wings are able to deform, resulting in a smaller amount of drag production during the upstroke, while still producing relatively greater lift and thrust during the downstroke.

Design of a hydraulically-driven bionic folding wing.

PubMed

Zhang, Zhijun; Sun, Xuwei; Du, Pengyu; Sun, Jiyu; Wu, Yongfeng

2018-06-01

Membranous hind wings of the beetles can be folded under the elytra when they are at rest, and rotate and lift the elytra up only when they need to fly. This characteristic provides excellent flying capability and good environment adaptability. Inspired by the beetles, the new type of the bionic folding wing for the flapping wing Micro Air Vehicle (MAV) was designed. This flapping wing can be unfolded to get a sufficient lift in flight, and can be folded off flight to reduce the wing area and risk of the wing damage. The relationship between the internal pressures of the hydraulic system for the bionic wing folding varies and temperature was analyzed, the results show that the pressure within the system tends to increase with temperature, which proves the feasibility of the schematic design in theory. Stress analysis of the bionic wing was conducted, it was shown that stress distributions and deformation of the bionic wing under the positive and negative side loading are basically the same, which demonstrates that the strength of the bionic folding wing meets the requirements and further proves the feasibility of the schematic design. Copyright © 2018 The Authors. Published by Elsevier Ltd.. All rights reserved.

MEMS Based Micro Aerial Vehicles

NASA Astrophysics Data System (ADS)

Joshi, Niranjan; Köhler, Elof; Enoksson, Peter

2016-10-01

Designing a flapping wing insect robot requires understanding of insect flight mechanisms, wing kinematics and aerodynamic forces. These subsystems are interconnected and their dependence on one another affects the overall performance. Additionally it requires an artificial muscle like actuator and transmission to power the wings. Several kinds of actuators and mechanisms are candidates for this application with their own strengths and weaknesses. This article provides an overview of the insect scaled flight mechanism along with discussion of various methods to achieve the Micro Aerial Vehicle (MAV) flight. Ongoing projects in Chalmers is aimed at developing a low cost and low manufacturing time MAV. The MAV design considerations and design specifications are mentioned. The wings are manufactured using 3D printed carbon fiber and are under experimental study.

Experimental study on thrust and power of flapping-wing system based on rack-pinion mechanism.

PubMed

Nguyen, Tuan Anh; Vu Phan, Hoang; Au, Thi Kim Loan; Park, Hoon Cheol

2016-06-20

This experimental study investigates the effect of three parameters: wing aspect ratio (AR), wing offset, and flapping frequency, on thrust generation and power consumption of a flapping-wing system based on a rack-pinion mechanism. The new flapping-wing system is simple but robust, and is able to create a large flapping amplitude. The thrust measured by a load cell reveals that for a given power, the flapping-wing system using a higher wing AR produces larger thrust and higher flapping frequency at the wing offset of 0.15[Formula: see text] or 0.20[Formula: see text] ([Formula: see text] is the mean chord) than other wing offsets. Of the three parameters, the flapping frequency plays a more significant role on thrust generation than either the wing AR or the wing offset. Based on the measured thrusts, an empirical equation for thrust prediction is suggested, as a function of wing area, flapping frequency, flapping angle, and wing AR. The difference between the predicted and measured thrusts was less than 7%, which proved that the empirical equation for thrust prediction is reasonable. On average, the measured power consumption to flap the wings shows that 46.5% of the input power is spent to produce aerodynamic forces, 14.0% to overcome inertia force, 9.5% to drive the rack-pinion-based flapping mechanism, and 30.0% is wasted as the power loss of the installed motor. From the power analysis, it is found that the wing with an AR of 2.25 using a wing offset of 0.20[Formula: see text] showed the optimal power loading in the flapping-wing system. In addition, the flapping frequency of 25 Hz is recommended as the optimal frequency of the current flapping-wing system for high efficiency, which was 48.3%, using a wing with an AR of 2.25 and a wing offset of 0.20[Formula: see text] in the proposed design.

Normalized lift: an energy interpretation of the lift coefficient simplifies comparisons of the lifting ability of rotating and flapping surfaces.

PubMed

Burgers, Phillip; Alexander, David E

2012-01-01

For a century, researchers have used the standard lift coefficient C(L) to evaluate the lift, L, generated by fixed wings over an area S against dynamic pressure, ½ρv(2), where v is the effective velocity of the wing. Because the lift coefficient was developed initially for fixed wings in steady flow, its application to other lifting systems requires either simplifying assumptions or complex adjustments as is the case for flapping wings and rotating cylinders.This paper interprets the standard lift coefficient of a fixed wing slightly differently, as the work exerted by the wing on the surrounding flow field (L/ρ·S), compared against the total kinetic energy required for generating said lift, ½v(2). This reinterpreted coefficient, the normalized lift, is derived from the work-energy theorem and compares the lifting capabilities of dissimilar lift systems on a similar energy footing. The normalized lift is the same as the standard lift coefficient for fixed wings, but differs for wings with more complex motions; it also accounts for such complex motions explicitly and without complex modifications or adjustments. We compare the normalized lift with the previously-reported values of lift coefficient for a rotating cylinder in Magnus effect, a bat during hovering and forward flight, and a hovering dipteran.The maximum standard lift coefficient for a fixed wing without flaps in steady flow is around 1.5, yet for a rotating cylinder it may exceed 9.0, a value that implies that a rotating cylinder generates nearly 6 times the maximum lift of a wing. The maximum normalized lift for a rotating cylinder is 1.5. We suggest that the normalized lift can be used to evaluate propellers, rotors, flapping wings of animals and micro air vehicles, and underwater thrust-generating fins in the same way the lift coefficient is currently used to evaluate fixed wings.

Normalized Lift: An Energy Interpretation of the Lift Coefficient Simplifies Comparisons of the Lifting Ability of Rotating and Flapping Surfaces

PubMed Central

Burgers, Phillip; Alexander, David E.

2012-01-01

For a century, researchers have used the standard lift coefficient CL to evaluate the lift, L, generated by fixed wings over an area S against dynamic pressure, ½ρv 2, where v is the effective velocity of the wing. Because the lift coefficient was developed initially for fixed wings in steady flow, its application to other lifting systems requires either simplifying assumptions or complex adjustments as is the case for flapping wings and rotating cylinders. This paper interprets the standard lift coefficient of a fixed wing slightly differently, as the work exerted by the wing on the surrounding flow field (L/ρ·S), compared against the total kinetic energy required for generating said lift, ½v2. This reinterpreted coefficient, the normalized lift, is derived from the work-energy theorem and compares the lifting capabilities of dissimilar lift systems on a similar energy footing. The normalized lift is the same as the standard lift coefficient for fixed wings, but differs for wings with more complex motions; it also accounts for such complex motions explicitly and without complex modifications or adjustments. We compare the normalized lift with the previously-reported values of lift coefficient for a rotating cylinder in Magnus effect, a bat during hovering and forward flight, and a hovering dipteran. The maximum standard lift coefficient for a fixed wing without flaps in steady flow is around 1.5, yet for a rotating cylinder it may exceed 9.0, a value that implies that a rotating cylinder generates nearly 6 times the maximum lift of a wing. The maximum normalized lift for a rotating cylinder is 1.5. We suggest that the normalized lift can be used to evaluate propellers, rotors, flapping wings of animals and micro air vehicles, and underwater thrust-generating fins in the same way the lift coefficient is currently used to evaluate fixed wings. PMID:22629326

Nano-mechanical properties and structural of a 3D-printed biodegradable biomimetic micro air vehicle wing

NASA Astrophysics Data System (ADS)

Salami, E.; Montazer, E.; Ward, T. A.; Ganesan, P. B.

2017-06-01

The biomimetic micro air vehicles (BMAV) are unmanned, micro-scaled aircraft that are bio-inspired from flying organisms to achieve the lift and thrust by flapping their wings. The main objectives of this study are to design a BMAV wing (inspired from the dragonfly) and analyse its nano-mechanical properties. In order to gain insights into the flight mechanics of dragonfly, reverse engineering methods were used to establish three-dimensional geometrical models of the dragonfly wings, so we can make a comparative analysis. Then mechanical test of the real dragonfly wings was performed to provide experimental parameter values for mechanical models in terms of nano-hardness and elastic modulus. The mechanical properties of wings were measured by nanoindentre. Finally, a simplified model was designed and the dragonfly-like wing frame structure was bio-mimicked and fabricated using a 3D printer. Then mechanical test of the BMAV wings was performed to analyse and compare the wings under a variety of simplified load regimes that are concentrated force, uniform line-load and a torque. This work opened up the possibility towards developing an engineering basis for the biomimetic design of BMAV wings.

Aerodynamic efficiency of a bioinspired flapping wing rotor at low Reynolds number.

PubMed

Li, H; Guo, S

2018-03-01

This study investigates the aerodynamic efficiency of a bioinspired flapping wing rotor kinematics which combines an active vertical flapping motion and a passive horizontal rotation induced by aerodynamic thrust. The aerodynamic efficiencies for producing both vertical lift and horizontal thrust of the wing are obtained using a quasi-steady aerodynamic model and two-dimensional (2D) CFD analysis at Reynolds number of 2500. The calculated efficiency data show that both efficiencies (propulsive efficiency- η p , and efficiency for producing lift- P f ) of the wing are optimized at Strouhal number ( St ) between 0.1 and 0.5 for a range of wing pitch angles (upstroke angle of attack α u less than 45°); the St for high P f ( St  = 0.1 ∼ 0.3) is generally lower than for high η p ( St  = 0.2 ∼ 0.5), while the St for equilibrium rotation states lies between the two. Further systematic calculations show that the natural equilibrium of the passive rotating wing automatically converges to high-efficiency states: above 85% of maximum P f can be obtained for a wide range of prescribed wing kinematics. This study provides insight into the aerodynamic efficiency of biological flyers in cruising flight, as well as practical applications for micro air vehicle design.

The Characterization of Material Properties and Structural Dynamics of the Manduca Sexta Forewing for Application to Flapping Wing Micro Air Vehicle Design

DTIC Science & Technology

2012-09-13

2.1.1 Wing Morphology. Insect wings are formed from a complex makeup of polymer based chains, Chitin , that form the Cuticle, which provides the strong... Chitin , a long-chain polymer and a deriva- tive of glucose, is the main component of the exoskeletons and wings of insects . Due to the ability of the...biological specimen to vary the bonding chains, assemblage of nanofibers, and crystalline structure, the material properties of chitin can vary over a

The Morphological Characterization of the Forewing of the Manduca sexta Species for the Application of Biomimetic Flapping Wing Micro Air Vehicles

DTIC Science & Technology

2012-01-01

16.64 Figure 3. Venation map of Manduca sexta forewing [11]. 2.4. Venation Insect wings are formed from a complex makeup of polymer based chains, Chitin ...for coloration, but may subtly influence flow patterns and boundary layer structure over wings [4, 24]. There is significant understanding of chitin ...biological specimen to vary the bonding chains, assemblage of nanofibers and crystalline structure, the material properties of chitin can vary over a

Design and development of a biomimetic device for micro air vehicles

NASA Astrophysics Data System (ADS)

Bohorquez, Felipe; Pines, Darryll J.

2002-07-01

This paper presents the design and development of a pitching and plunging (flapping) mechanism for small-scale flight. In order to harness the unsteady lift mechanisms, used by most insects, a biologically inspired flapping/pitching device in conjunction with a rotary wing concept was developed and built. This mechanism attempts to replicate some of the aerodynamic phenomena that enhance the performance of small fliers, replacing the periodic translational motion with a unidirectional circular motion while actively flapping and pitching the rotor blades. In order to find the appropriate combination of phase, amplitude, frequency and rotational speed that leads to enhancement in lift, the device requires uncoupled independent pitch and flap actuation systems to permit the complete mapping of the parameter space. In the device under consideration the phase shift between the flapping and the pitching oscillations can be adjusted from 0 to 360 degrees over a wide range of rotational speeds. Maximum flapping and pitching amplitudes of +/- 23 degree(s) and +/- 20 degree(s) respectively can be attained. Linear displacements of two coaxial shafts are translated into the flapping and pitching motion of the rotor blades. The mechanism was designed to minimize the actuation stroke so that smart materials and conventional actuators such as motors and cams could be used. Kinematic analysis as well as experimental tests were performed. Using a customized test stand thrust and torque produced by the rotor were measured at different angles of attack, in steady-state and under periodical pitching actuation. The results showed that hover efficiency was considerably increased for a range of thrust coefficients. The device was developed based on the University of Maryland's rotary wing Micro Air vehicle (MAV) the MICOR (MIcro COaxial Rotorcraft), an electrically driven 100 g coaxial helicopter. It is anticipated that active flapping and/or pitching could be implemented in the prototype to improve its aerodynamic performance. The present paper will discuss the design and development process of a rotating/pitching/flapping mechanism for MAVs. Test results indicate that unsteady pitching motion can be used to include the aerodynamic effect of delayed stall. Performance measurements confirm that unsteady pitching motion improves efficiency in hover.

Wind-Tunnel Investigation of a Rectangular NACA 2212 Airfoil with Semispan Ailerons and with Nonperforated, Balanced Double Split Flaps for Use as Aerodynamic Brakes

NASA Technical Reports Server (NTRS)

Ivey, Margaret F

1945-01-01

Flat-plate flaps with no wing cutouts and flaps having Clark Y sections with corresponding cutouts made in wing were tested for various flap deflections, chord-wise locations, and gaps between flaps and airfoil contour. The drag was slightly lower for wing with airfoil section flaps. Satisfactory aileron effectiveness was obtained with flap gap of 20% wing chord and flap-nose location of 80 percent wing chord behind leading edge. Airflow was smooth and buffeting negligible.

Aerodynamic comparison of a butterfly-like flapping wing-body model and a revolving-wing model

NASA Astrophysics Data System (ADS)

Suzuki, Kosuke; Yoshino, Masato

2017-06-01

The aerodynamic performance of flapping- and revolving-wing models is investigated by numerical simulations based on an immersed boundary-lattice Boltzmann method. As wing models, we use (i) a butterfly-like model with a body and flapping-rectangular wings and (ii) a revolving-wing model with the same wings as the flapping case. Firstly, we calculate aerodynamic performance factors such as the lift force, the power, and the power loading of the two models for Reynolds numbers in the range of 50-1000. For the flapping-wing model, the power loading is maximal for the maximum angle of attack of 90°, a flapping amplitude of roughly 45°, and a phase shift between the flapping angle and the angle of attack of roughly 90°. For the revolving-wing model, the power loading peaks for an angle of attack of roughly 45°. In addition, we examine the ground effect on the aerodynamic performance of the revolving-wing model. Secondly, we compare the aerodynamic performance of the flapping- and revolving-wing models at their respective maximal power loadings. It is found that the revolving-wing model is more efficient than the flapping-wing model both when the body of the latter is fixed and where it can move freely. Finally, we discuss the relative agilities of the flapping- and revolving-wing models.

Measurement of circulation around wing-tip vortices and estimation of lift forces using stereo PIV

NASA Astrophysics Data System (ADS)

Asano, Shinichiro; Sato, Haru; Sakakibara, Jun

2017-11-01

Applying the flapping flight to the development of an aircraft as Mars space probe and a small aircraft called MAV (Micro Air Vehicle) is considered. This is because Reynolds number assumed as the condition of these aircrafts is low and similar to of insects and small birds flapping on the earth. However, it is difficult to measure the flow around the airfoil in flapping flight directly because of its three-dimensional and unsteady characteristics. Hence, there is an attempt to estimate the flow field and aerodynamics by measuring the wake of the airfoil using PIV, for example the lift estimation method based on a wing-tip vortex. In this study, at the angle of attack including the angle after stall, we measured the wing-tip vortex of a NACA 0015 cross-sectional and rectangular planform airfoil using stereo PIV. The circulation of the wing-tip vortex was calculated from the obtained velocity field, and the lift force was estimated based on Kutta-Joukowski theorem. Then, the validity of this estimation method was examined by comparing the estimated lift force and the force balance data at various angles of attack. The experiment results are going to be presented in the conference.

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Wing flap controls. 23.697 Section 23.697... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.697 Wing flap controls. (a) Each wing flap control must be designed so that, when the flap...

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2011 CFR

2011-01-01

... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.697 Wing flap controls. (a) Each wing flap control must be designed so that, when the flap... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Wing flap controls. 23.697 Section 23.697...

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2012 CFR

2012-01-01

... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.697 Wing flap controls. (a) Each wing flap control must be designed so that, when the flap... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Wing flap controls. 23.697 Section 23.697...

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2014 CFR

2014-01-01

... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.697 Wing flap controls. (a) Each wing flap control must be designed so that, when the flap... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Wing flap controls. 23.697 Section 23.697...

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2010 CFR

2010-01-01

... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.697 Wing flap controls. (a) Each wing flap control must be designed so that, when the flap... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Wing flap controls. 23.697 Section 23.697...

A low-cost simulation platform for flapping wing MAVs

NASA Astrophysics Data System (ADS)

Kok, J. M.; Chahl, J. S.

2015-03-01

This paper describes the design of a flight simulator for analysing the systems level performance of a Dragonfly-Inspired Micro Air Vehicle (DIMAV). A quasi-steady blade element model is used to analyse the aerodynamic forces. Aerodynamic and environmental forces are then incorporated into a real world flight dynamics model to determine the dynamics of the DIMAV system. The paper also discusses the implementation of the flight simulator for analysing the manoeuvrability of a DIMAV, specifically several modes of flight commonly found in dragonflies. This includes take-off, roll turns and yaw turns. Our findings with the simulator are consistent with results from wind tunnel studies and slow motion cinematography of dragonflies. In the take-off mode of flight, we see a strong dependence of take-off accelerations with flapping frequency. An increase in wing-beat frequency of 10% causes the maximum vertical acceleration to increase by 2g which is similar to that of dragonflies in nature. For the roll and yaw modes of manoeuvring, asymmetrical inputs are applied between the left and right set of wings. The flapping amplitude is increased on the left pair of wings which causes a time averaged roll rate to the right of 1.76rad/s within two wing beats. In the yaw mode, the stroke plane angle is reduced in the left pair of wings to initiate the yaw manoeuvre. In two wing beats, the time averaged yaw rate is 2.54rad/s.

A Challenge for Micro and Mini UAV: The Sensor Problem

DTIC Science & Technology

2005-05-01

pressure airspeed sensors on one single circuit board (Figure 8). Figure 8: Autopilot. The Quadcopter The fourth and final MAV is a quad-copter with...UNCLASSIFIED/UNLIMITED Figure 9: Quadcopter MAV. Figure 10: Loopshaping Diagram. The IMU contains 3 MEMS gyros. These form the rotational sensors Gx...flapping wings) and even by insects (vibrating wings). Once in operation, they will be extremely discrete, making it very difficult to distinct

Investigation of Full-Scale Split Trailing-Edge Wing Flaps with Various Chords and Hinge Locations

NASA Technical Reports Server (NTRS)

Wallace, Rudolf

1936-01-01

This report gives the results of an investigation conducted in the NACA full-scale wind tunnel on a small parasol monoplane equipped with three different split trailing-edge wing flaps. The object of the investigation was to determine and correlate data on the characteristics of the airplane and flaps as affected by variation in flap chord, flap deflection, and flap location along the wing chord. The results give the lift, the drag, and the pitching moment characteristics of the airplane, and the flap forces and moments, the pressure distribution over the flaps and wing at one section, and the downwash characteristics of the flap and wing combinations.

Biomimetic mechanism for micro aircraft

NASA Technical Reports Server (NTRS)

Pines, Darryll J. (Inventor); Bohorquez, Felipe A. (Inventor); Sirohi, Jayant (Inventor)

2005-01-01

A biomimetic pitching and flapping mechanism including a support member, at least two blade joints for holding blades and operatively connected to the support member. An outer shaft member is concentric with the support member, and an inner shaft member is concentric with the outer shaft member. The mechanism allows the blades of a small-scale rotor to be actuated in the flap and pitch degrees of freedom. The pitching and the flapping are completely independent from and uncoupled to each other. As such, the rotor can independently flap, or independently pitch, or flap and pitch simultaneously with different amplitudes and/or frequencies. The mechanism can also be used in a non-rotary wing configuration, such as an ornithopter, in which case the rotational degree of freedom would be suppressed.

Application of Piezoelectrics to Flapping-Wing MAVs

NASA Astrophysics Data System (ADS)

Widstrand, Alex; Hubner, J. Paul

2015-11-01

Micro air vehicles (MAVs) are a class of unmanned aerial vehicles that are size-restricted and operate at low velocities and low Reynolds numbers. An ongoing challenge with MAVs is that their flight-related operations are highly constrained by their size and weight, which limits battery size and, therefore, available power. One type of MAV called an ornithopter flies using flapping wings to create both lift and thrust, much like birds and insects do. Further bio-inspiration from bats led to the design of membrane wings for these vehicles, which provide aerodynamic benefits through passive vibration. In an attempt to capitalize on this vibration, a piezoelectric film, which generates a voltage when stressed, was investigated as the wing surface. Two wing planforms with constant area were designed and fabricated. The goal was to measure the wings' flight characteristics and output energy in freestream conditions. Complications with the flapper arose which prevented wind tunnel tests from being performed; however, energy data was obtained from table-top shaker tests. Preliminary results indicate that wing shape affects the magnitude of the charge generated, with a quarter-elliptic planform outperforming a rectangular planform. Funding provided by NSF REU Site Award number 1358991.

Effect of canard position and wing leading-edge flap deflection on wing buffet at transonic speeds

NASA Technical Reports Server (NTRS)

Gloss, B. B.; Henderson, W. P.; Huffman, J. K.

1974-01-01

A generalized wind-tunnel model, with canard and wing planform typical of highly maneuverable aircraft, was tested. The addition of a canard above the wing chord plane, for the configuration with leading-edge flaps undeflected, produced substantially higher total configuration lift coefficients before buffet onset than the configuration with the canard off and leading-edge flaps undeflected. The wing buffet intensity was substantially lower for the canard-wing configuration than the wing-alone configuration. The low-canard configuration generally displayed the poorest buffet characteristics. Deflecting the wing leading-edge flaps substantially improved the wing buffet characteristics for canard-off configurations. The addition of the high canard did not appear to substantially improve the wing buffet characteristics of the wing with leading-edge flaps deflected.

Internal-external flow integration for a thin ejector-flapped wing section

NASA Technical Reports Server (NTRS)

Woolard, H. W.

1979-01-01

Thin airfoil theories of an ejector flapped wing section are reviewed. The global matching of the external airfoil flow with the ejector internal flow and the overall ejector flapped wing section aerodynamic performance are examined. Mathematical models of the external and internal flows are presented. The delineation of the suction flow coefficient characteristics are discussed. The idealized lift performance of an ejector flapped wing relative to a jet augmented flapped wing are compared.

An aerodynamic model for insect flapping wings in forward flight.

PubMed

Han, Jong-Seob; Chang, Jo Won; Han, Jae-Hung

2017-03-31

This paper proposes a semi-empirical quasi-steady aerodynamic model of a flapping wing in forward flight. A total of 147 individual cases, which consisted of advance ratios J of 0 (hovering), 0.125, 0.25, 0.5, 0.75, 1 and  ∞, and angles of attack α of  -5 to 95° at intervals of 5°, were examined to extract the aerodynamic coefficients. The Polhamus leading-edge suction analogy and power functions were then employed to establish the aerodynamic model. In order to preserve the existing level of simplicity, K P and K V , the correction factors of the potential and vortex force models, were rebuilt as functions of J and α. The estimations were nearly identical to direct force/moment measurements which were obtained from both artificial and practical wingbeat motions of a hawkmoth. The model effectively compensated for the influences of J, particularly showing outstanding moment estimation capabilities. With this model, we found that using a lower value of α during the downstroke would be an effective strategy for generating adequate lift in forward flight. The rotational force and moment components had noticeable portions generating both thrust and counteract pitching moment during pronation. In the upstroke phase, the added mass component played a major role in generating thrust in forward flight. The proposed model would be useful for a better understanding of flight stability, control, and the dynamic characteristics of flapping wing flyers, and for designing flapping-wing micro air vehicles.

Effect of Krueger nose flaps on the experimental force and moment characteristics of an oblique wing

NASA Technical Reports Server (NTRS)

Hopkins, E. J.; Lovette, G. H.

1976-01-01

Experimental force and moment data are presented for an oblique wing mounted on a body of revolution and equipped with Krueger type nose flaps. The effectiveness of these flaps in making the moment curves more linear by controlling the flow separation on the downstream wing panel at high lift coefficients was determined. The investigation of the effects of the Krueger flaps covered two cases: (1) use of the flaps on the downstream wing panel only and (2) use of the flaps on both wing panels. For part of the tests, the Krueger flaps were mounted on nose flaps that were drooped either 5 deg or 10 deg. The wing was elliptical in planform, had an aspect ratio of 6.0 (based on the unswept span) and was tested at sweep angles of 0, 45 deg, and 50 deg. The Mach-number range covered was from 0.25 to 0.95. It was found that the most effective arrangement of the Krueger flaps for making the pitching-, rolling-, and yawing-moment curves more linear at high lift coefficients was having the Krueger flaps mounted on the nose flaps drooped 5 deg and only on the downstream wing panel.

Quantification of wing and body kinematics in connection to torque generation during damselfly yaw turn

NASA Astrophysics Data System (ADS)

Zeyghami, Samane; Bode-Oke, Ayodeji T.; Dong, HaiBo

2017-01-01

This study provides accurate measurements of the wing and body kinematics of three different species of damselflies in free yaw turn flights. The yaw turn is characterized by a short acceleration phase which is immediately followed by an elongated deceleration phase. Most of the heading change takes place during the latter stage of the flight. Our observations showed that yaw turns are executed via drastic rather than subtle changes in the kinematics of all four wings. The motion of the inner and outer wings were found to be strongly linked through their orientation as well as their velocities with the inner wings moving faster than the outer wings. By controlling the pitch angle and wing velocity, a damselfly adjusts the angle of attack. The wing angle of attack exerted the strongest influence on the yaw torque, followed by the flapping and deviation velocities of the wings. Moreover, no evidence of active generation of counter torque was found in the flight data implying that deceleration and stopping of the maneuver is dominated by passive damping. The systematic analysis carried out on the free flight data advances our understanding of the mechanisms by which these insects achieve their observed maneuverability. In addition, the inspiration drawn from this study can be employed in the design of low frequency flapping wing micro air vehicles (MAV's).

Wing pressure distributions from subsonic tests of a high-wing transport model. [in the Langley 14- by 22-Foot Subsonic Wind Tunnel

NASA Technical Reports Server (NTRS)

Applin, Zachary T.; Gentry, Garl L., Jr.; Takallu, M. A.

1995-01-01

A wind tunnel investigation was conducted on a generic, high-wing transport model in the Langley 14- by 22-Foot Subsonic Tunnel. This report contains pressure data that document effects of various model configurations and free-stream conditions on wing pressure distributions. The untwisted wing incorporated a full-span, leading-edge Krueger flap and a part-span, double-slotted trailing-edge flap system. The trailing-edge flap was tested at four different deflection angles (20 deg, 30 deg, 40 deg, and 60 deg). Four wing configurations were tested: cruise, flaps only, Krueger flap only, and high lift (Krueger flap and flaps deployed). Tests were conducted at free-stream dynamic pressures of 20 psf to 60 psf with corresponding chord Reynolds numbers of 1.22 x 10(exp 6) to 2.11 x 10(exp 6) and Mach numbers of 0.12 to 0.20. The angles of attack presented range from 0 deg to 20 deg and were determined by wing configuration. The angle of sideslip ranged from minus 20 deg to 20 deg. In general, pressure distributions were relatively insensitive to free-stream speed with exceptions primarily at high angles of attack or high flap deflections. Increasing trailing-edge Krueger flap significantly reduced peak suction pressures and steep gradients on the wing at high angles of attack. Installation of the empennage had no effect on wing pressure distributions. Unpowered engine nacelles reduced suction pressures on the wing and the flaps.

Numerical and experimental investigations on unsteady aerodynamics of flapping wings

NASA Astrophysics Data System (ADS)

Yu, Meilin

The development of a dynamic unstructured grid high-order accurate spectral difference (SD) method for the three dimensional compressible Navier-Stokes (N-S) equations and its applications in flapping-wing aerodynamics are carried out in this work. Grid deformation is achieved via an algebraic blending strategy to save computational cost. The Geometric Conservation Law (GCL) is imposed to ensure that grid deformation will not contaminate the flow physics. A low Mach number preconditioning procedure is conducted in the developed solver to handle the bio-inspired flow. The capability of the low Mach number preconditioned SD solver is demonstrated by a series of two dimensional (2D) and three dimensional (3D) simulations of the unsteady vortex dominated flow. Several topics in the flapping wing aerodynamics are numerically and experimentally investigated in this work. These topics cover some of the cutting-edge issues in flapping wing aerodynamics, including the wake structure analysis, airfoil thickness and kinematics effects on the aerodynamic performances, vortex structure analysis around 3D flapping wings and the kinematics optimization. Wake structures behind a sinusoidally pitching NACA0012 airfoil are studied with both experimental and numerical approaches. The experiments are carried out with Particle Image Velocimetry (PIV) and two types of wake transition processes, namely the transition from a drag-indicative wake to a thrust-indicative wake and that from the symmetric wake to the asymmetric wake are distinguished. The numerical results from the developed SD solver agree well with the experimental results. It is numerically found that the deflective direction of the asymmetric wake is determined by the initial conditions, e.g. initial phase angle. As most insects use thin wings (i. e., wing thickness is only a few percent of the chord length) in flapping flight, the effects of airfoil thickness on thrust generation are numerically investigated by simulating the flow fields around a series of plunging NACA symmetric airfoils with thickness ratio ranging from 4.0% to 20.0% of the airfoil chord length. The contribution of viscous force to flapping propulsion is accessed and it is found that viscous force becomes thrust producing, instead of drag producing, and plays a non-negligible role in thrust generation for thin airfoils. This is closely related to the variations of the dynamics of the unsteady vortex structures around the plunging airfoils. As nature flyers use complex wing kinematics in flapping flight, kinematics effects on the aerodynamic performance with different airfoil thicknesses are numerically studied by using a series of NACA symmetric airfoils. It is found that the combined plunging and pitching motion can outperform the pure plunging or pitching motion by sophisticatedly adjusting the airfoil gestures during the oscillation stroke. The thin airfoil better manipulates leading edge vortices (LEVs) than the thick airfoil (NACA0030) does in studied cases, and there exists an optimal thickness for large thrust generation with reasonable propulsive efficiency. With the present kinematics and dynamic parameters, relatively low reduced frequency is conducive for thrust production and propulsive efficiency for all tested airfoil thicknesses. In order to obtain the optimal kinematics parameters of flapping flight, a kinematics optimization is then performed. A gradient-based optimization algorithm is coupled with a second-order SD Navier-Stokes solver to search for the optimal kinematics of a certain airfoil undergoing a combined plunging and pitching motion. Then a high-order SD scheme is used to verify the optimization results and reveal the detailed vortex structures associated with the optimal kinematics of the flapping flight. It is found that for the case with maximum propulsive efficiency, there exists no leading edge separation during most of the oscillation cycle. In order to provide constructive suggestions to the design of micro-air-vehicles (MAVs), 3D simulations of the flapping wings are carried out in this work. Both the rectangular and bio-inspired wings with different kinematics are investigated. The formation process of two-jet-like wake patterns behind the finite-span flapping wing is found to be closely related to the interaction between trailing edge vortices and tip vortices. Then the effects of the wing planforms on the aerodynamics performance of the finite-span flapping wings are elucidated in terms of the evolution and dynamic interaction of unsteady vortex structures.

Effect of drooped-nose flaps on the experimental force and moment characteristics of an oblique wing

NASA Technical Reports Server (NTRS)

Hopkins, E. J.; Lovette, G. H.

1976-01-01

Six-component experimental force and moment data are presented for a low aspect ratio, oblique wing equipped with drooped-nose flaps and mounted on top of a body of revolution. These flaps were investigated on the downstream wing panel with the nose drooped 5 deg, 10 deg, 20 deg, and 30 deg, and on both wing panels with the nose drooped 30 deg. It was to determine if such flaps would make the moment curves more linear by controlling the flow separation on the downstream wing panel at high lift coefficients. The wing was elliptical in planform and had an aspect ratio of 6.0 (based on the unswept wing span). The wing was tested at sweep angles of 45 deg and 50 deg throughout the Mach number range from 0.25 to 0.95. The drooped-nose flaps alone were not effective in making the moment curves more linear; however, a previous study showed that Kruger nose flaps improved the linearity of the moment curves when the Kruger flaps were used on only the downstream wing panel equipped with drooped-nose flaps deflected 5 deg.

Folding in and out: passive morphing in flapping wings.

PubMed

Stowers, Amanda K; Lentink, David

2015-03-25

We present a new mechanism for passive wing morphing of flapping wings inspired by bat and bird wing morphology. The mechanism consists of an unactuated hand wing connected to the arm wing with a wrist joint. Flapping motion generates centrifugal accelerations in the hand wing, forcing it to unfold passively. Using a robotic model in hover, we made kinematic measurements of unfolding kinematics as functions of the non-dimensional wingspan fold ratio (2-2.5) and flapping frequency (5-17 Hz) using stereo high-speed cameras. We find that the wings unfold passively within one to two flaps and remain unfolded with only small amplitude oscillations. To better understand the passive dynamics, we constructed a computer model of the unfolding process based on rigid body dynamics, contact models, and aerodynamic correlations. This model predicts the measured passive unfolding within about one flap and shows that unfolding is driven by centrifugal acceleration induced by flapping. The simulations also predict that relative unfolding time only weakly depends on flapping frequency and can be reduced to less than half a wingbeat by increasing flapping amplitude. Subsequent dimensional analysis shows that the time required to unfold passively is of the same order of magnitude as the flapping period. This suggests that centrifugal acceleration can drive passive unfolding within approximately one wingbeat in small and large wings. Finally, we show experimentally that passive unfolding wings can withstand impact with a branch, by first folding and then unfolding passively. This mechanism enables flapping robots to squeeze through clutter without sophisticated control. Passive unfolding also provides a new avenue in morphing wing design that makes future flapping morphing wings possibly more energy efficient and light-weight. Simultaneously these results point to possible inertia driven, and therefore metabolically efficient, control strategies in bats and birds to morph or recover within a beat.

BATMAV - A Bio-Inspired Micro-Aerial Vehicle for Flapping Flight

NASA Astrophysics Data System (ADS)

Bunget, Gheorghe

The main objective of the BATMAV project is the development of a biologically-inspired Micro Aerial Vehicle (MAV) with flexible and foldable wings for flapping flight. While flapping flight in MAV has been previously studied and a number of models were realized they usually had unfoldable wings actuated with DC motors and mechanical transmission to achieve flapping motion. This approach limits the system to a rather small number of degrees of freedom with little flexibility and introduces an additional disadvantage of a heavy flight platform. The BATMAV project aims at the development of a flight platform that features bat-inspired wings with smart materials-based flexible joints and artificial muscles, which has the potential to closely mimic the kinematics of the real mammalian flyer. The bat-like flight platform was selected after an extensive analysis of morphological and aerodynamic flight parameters of small birds, bats and large insects characterized by a superior maneuverability and wind gust rejection. Morphological and aerodynamic parameters were collected from existing literature and compared concluding that bat wing present a suitable platform that can be actuated efficiently using artificial muscles. Due to their wing camber variation, the bat species can operate effectively at a large range of speeds and exhibit a remarkably maneuverable and agile flight. Although numerous studies were recently investigated the flapping flight, flexible and foldable wings that reproduce the natural intricate and efficient flapping motion were not designed yet. A comprehensive analysis of flight styles in bats based on the data collected by Norberg (Norberg, 1976) and the engineering theory of robotic manipulators resulted in a 2 and 3-DOF models which managed to mimic the wingbeat cycle of the natural flyer. The flexible joints of the 2 and 2-DOF models were replicated using smart materials like superelastic Shape Memory Alloys (SMA). The results of these kinematic models can be used to optimize the lengths and the attachment locations of the actuator muscle-wires such that enough lift, thrust and wing stroke are obtained. Bat skeleton measurements were taken from real bats and modeled in SolidWorks to accurately reproduce bones and body via rapid prototyping methods. Much attention was paid specifically to achieving the comparable strength, elasticity, and range of motion of a naturally occurring bat. The wing joints of the BATMAV platform were fabricated using superelastic Shape Memory Alloys (SMA), a key technology for the development of an engineering skeleton structure. This has enabled a simple and straightforward connection between different bones while at the same time has preserved the full range of functionality of the natural role model. Therefore, several desktop models were designed, fabricated and assembled in order to study various materials used in design phase. As a whole, the BATMAV project consists of four major stages of development: the current phase -- design and fabrication of the skeletal structure of the flight platform, selection and testing different materials for the design of a compliant bat-like membrane, analysis of the kinematics and kinetics of bat flight in order to design a biomechanical muscle system for actuation, and design of the electrical control architecture to coordinate the platform flight.

How wing compliance drives the efficiency of self-propelled flapping flyers.

PubMed

Thiria, Benjamin; Godoy-Diana, Ramiro

2010-07-01

Wing flexibility governs the flying performance of flapping-wing flyers. Here, we use a self-propelled flapping-wing model mounted on a "merry go round" to investigate the effect of wing compliance on the propulsive efficiency of the system. Our measurements show that the elastic nature of the wings can lead not only to a substantial reduction in the consumed power, but also to an increment of the propulsive force. A scaling analysis using a flexible plate model for the wings points out that, for flapping flyers in air, the time-dependent shape of the elastic bending wing is governed by the wing inertia. Based on this prediction, we define the ratio of the inertial forces deforming the wing to the elastic restoring force that limits the deformation as the elastoinertial number N(ei). Our measurements with the self-propelled model confirm that it is the appropriate structural parameter to describe flapping flyers with flexible wings.

Pitch, roll, and yaw moment generator for insect-like tailless flapping-wing MAV

NASA Astrophysics Data System (ADS)

Phan, Hoang Vu; Park, Hoon Cheol

2016-04-01

In this work, we proposed a control moment generator, which is called Trailing Edge Change (TEC) mechanism, for attitudes change in hovering insect-like tailless flapping-wing MAV. The control moment generator was installed to the flapping-wing mechanism to manipulate the wing kinematics by adjusting the wing roots location symmetrically or asymmetrically. As a result, the mean aerodynamic force center of each wing is relocated and control moments are generated. The three-dimensional wing kinematics captured by three synchronized high-speed cameras showed that the flapping-wing MAV can properly modify the wing kinematics. In addition, a series of experiments were performed using a multi-axis load cell to evaluate the forces and moments generation. The measurement demonstrated that the TEC mechanism produced reasonable amounts of pitch, roll and yaw moments by shifting position of the trailing edges at the wing roots of the flapping-wing MAV.

A wing-assisted running robot and implications for avian flight evolution.

PubMed

Peterson, K; Birkmeyer, P; Dudley, R; Fearing, R S

2011-12-01

DASH+Wings is a small hexapedal winged robot that uses flapping wings to increase its locomotion capabilities. To examine the effects of flapping wings, multiple experimental controls for the same locomotor platform are provided by wing removal, by the use of inertially similar lateral spars, and by passive rather than actively flapping wings. We used accelerometers and high-speed cameras to measure the performance of this hybrid robot in both horizontal running and while ascending inclines. To examine consequences of wing flapping for aerial performance, we measured lift and drag forces on the robot at constant airspeeds and body orientations in a wind tunnel; we also determined equilibrium glide performance in free flight. The addition of flapping wings increased the maximum horizontal running speed from 0.68 to 1.29 m s⁻¹, and also increased the maximum incline angle of ascent from 5.6° to 16.9°. Free flight measurements show a decrease of 10.3° in equilibrium glide slope between the flapping and gliding robot. In air, flapping improved the mean lift:drag ratio of the robot compared to gliding at all measured body orientations and airspeeds. Low-amplitude wing flapping thus provides advantages in both cursorial and aerial locomotion. We note that current support for the diverse theories of avian flight origins derive from limited fossil evidence, the adult behavior of extant flying birds, and developmental stages of already volant taxa. By contrast, addition of wings to a cursorial robot allows direct evaluation of the consequences of wing flapping for locomotor performance in both running and flying.

Experimental Investigation of Aerodynamics of Feather-Covered Flapping Wing.

PubMed

Yang, Wenqing; Song, Bifeng

2017-01-01

Avian flight has an outstanding performance than the manmade flapping wing MAVs. Considering that the feather is light and strong, a new type of the flapping wing was designed and made, whose skeleton is carbon fiber rods and covered by goose feathers as the skin. Its aerodynamics is tested by experiments and can be compared with conventional artificial flapping wings made of carbon fiber rods as the skeleton and polyester membrane as the skin. The results showed that the feathered wing could generate more lift than the membrane wing in the same flapping kinematics because the feathered wing can have slots between feathers in an upstroke process, which can mainly reduce the negative lift. At the same time, the power consumption also decreased significantly, due to the decrease in the fluctuating range of the periodic lift curve, which reduced the offset consumption of lift. At the same time, the thrusts generated by the feather wing and the membrane wing are similar with each other, which increases with the increase of flapping frequency. In general, the aerodynamic performances of the feather wing are superior to that of the membrane wings.

A bio-inspired study on tidal energy extraction with flexible flapping wings.

PubMed

Liu, Wendi; Xiao, Qing; Cheng, Fai

2013-09-01

Previous research on the flexible structure of flapping wings has shown an improved propulsion performance in comparison to rigid wings. However, not much is known about this function in terms of power efficiency modification for flapping wing energy devices. In order to study the role of the flexible wing deformation in the hydrodynamics of flapping wing energy devices, we computationally model the two-dimensional flexible single and twin flapping wings in operation under the energy extraction conditions with a large Reynolds number of 106. The flexible motion for the present study is predetermined based on a priori structural result which is different from a passive flexibility solution. Four different models are investigated with additional potential local distortions near the leading and trailing edges. Our simulation results show that the flexible structure of a wing is beneficial to enhance power efficiency by increasing the peaks of lift force over a flapping cycle, and tuning the phase shift between force and velocity to a favourable trend. Moreover, the impact of wing flexibility on efficiency is more profound at a low nominal effective angle of attack (AoA). At a typical flapping frequency f * = 0.15 and nominal effective AoA of 10°, a flexible integrated wing generates 7.68% higher efficiency than a rigid wing. An even higher increase, around six times that of a rigid wing, is achievable if the nominal effective AoA is reduced to zero degrees at feathering condition. This is very attractive for a semi-actuated flapping energy system, where energy input is needed to activate the pitching motion. The results from our dual-wing study found that a parallel twin-wing device can produce more power compared to a single wing due to the strong flow interaction between the two wings.

The effect of partial-span split flaps on the aerodynamic characteristics of a Clark Y wing

NASA Technical Reports Server (NTRS)

Wenzinger, Carl J

1933-01-01

Aerodynamic force tests were made in the N.A.C.A. 7 by 10 foot wind tunnel on a model Clark Y wing with a 20 percent chord split flap deflected 60 degrees downward. The tests were made to determine the effect of partial-span split flaps, located at various positions along the wing span on the aerodynamic characteristics of the wing-and-flap combination. The different lengths and locations of the flaps were obtained by cutting off portions of a full-span flap, first from the tips and then from the center. The results are given in the form of curves of lift, drag, and center of pressure. They show that with partial-span split flaps both the lift and drag are less than with full-span flaps; that the lift for a given length of flap is somewhat greater when the partial span is located at the center of the wing than when it is located at the tip portion, and that the drag for a given length of flap is the same regardless of the location over the flap with respect to the wing span.

Effect of flap deflection on the lift coefficient of wings operating in a biplane configuration

NASA Technical Reports Server (NTRS)

Stasiak, J.

1977-01-01

Biplane models with a lift flap were tested in a wind tunnel to study the effect of flap deflection on the aerodynamic coefficient of the biplane as well as of the individual wings. Optimization of the position flap was carried out, and the effect of changes in the chord length of the lower wing was determined for the aerodynamic structure of a biplane with a lift flap on the upper wing.

A new twist on gyroscopic sensing: body rotations lead to torsion in flapping, flexing insect wings.

PubMed

Eberle, A L; Dickerson, B H; Reinhall, P G; Daniel, T L

2015-03-06

Insects perform fast rotational manoeuvres during flight. While two insect orders use flapping halteres (specialized organs evolved from wings) to detect body dynamics, it is unknown how other insects detect rotational motions. Like halteres, insect wings experience gyroscopic forces when they are flapped and rotated and recent evidence suggests that wings might indeed mediate reflexes to body rotations. But, can gyroscopic forces be detected using only changes in the structural dynamics of a flapping, flexing insect wing? We built computational and robotic models to rotate a flapping wing about an axis orthogonal to flapping. We recorded high-speed video of the model wing, which had a flexural stiffness similar to the wing of the Manduca sexta hawkmoth, while flapping it at the wingbeat frequency of Manduca (25 Hz). We compared the three-dimensional structural dynamics of the wing with and without a 3 Hz, 10° rotation about the yaw axis. Our computational model revealed that body rotation induces a new dynamic mode: torsion. We verified our result by measuring wing tip displacement, shear strain and normal strain of the robotic wing. The strains we observed could stimulate an insect's mechanoreceptors and trigger reflexive responses to body rotations. © 2015 The Author(s) Published by the Royal Society. All rights reserved.

A new twist on gyroscopic sensing: body rotations lead to torsion in flapping, flexing insect wings

PubMed Central

Eberle, A. L.; Dickerson, B. H.; Reinhall, P. G.; Daniel, T. L.

2015-01-01

Insects perform fast rotational manoeuvres during flight. While two insect orders use flapping halteres (specialized organs evolved from wings) to detect body dynamics, it is unknown how other insects detect rotational motions. Like halteres, insect wings experience gyroscopic forces when they are flapped and rotated and recent evidence suggests that wings might indeed mediate reflexes to body rotations. But, can gyroscopic forces be detected using only changes in the structural dynamics of a flapping, flexing insect wing? We built computational and robotic models to rotate a flapping wing about an axis orthogonal to flapping. We recorded high-speed video of the model wing, which had a flexural stiffness similar to the wing of the Manduca sexta hawkmoth, while flapping it at the wingbeat frequency of Manduca (25 Hz). We compared the three-dimensional structural dynamics of the wing with and without a 3 Hz, 10° rotation about the yaw axis. Our computational model revealed that body rotation induces a new dynamic mode: torsion. We verified our result by measuring wing tip displacement, shear strain and normal strain of the robotic wing. The strains we observed could stimulate an insect's mechanoreceptors and trigger reflexive responses to body rotations. PMID:25631565

Lifting-surface theory for calculating the loading induced on a wing by a flap

NASA Technical Reports Server (NTRS)

Johnson, W. A.

1972-01-01

A method is described for using lifting-surface theory to obtain the pressure distribution on a wing with a trailing-edge flap or control surface. The loading has a logarithmic singularity at the flap edges, which may be determined directly by the method of matched asymptotic expansions. Expressions are given for the singular flap loading for various flap hinge line and side edge geometries, both for steady and unsteady flap deflection. The regular part of the flap loading must be obtained by inverting the lifting-surface-theory integral equation relating the pressure and the downwash on the wing: procedures are described to accomplish this for a general wing and flap geometry. The method is applied to several example wings, and the results are compared with experimental data. Theory and test correlate well.

Aerodynamic effects of corrugation and deformation in flapping wings of hovering hoverflies.

PubMed

Du, Gang; Sun, Mao

2012-05-07

We investigated the aerodynamic effects of wing deformation and corrugation of a three-dimensional model hoverfly wing at a hovering condition by solving the Navier-Stokes equations on a dynamically deforming grid. Various corrugated wing models were tested. Insight into whether or not there existed significant aerodynamic coupling between wing deformation (camber and twist) and wing corrugation was obtained by comparing aerodynamic forces of four cases: a smooth-plate wing in flapping motion without deformation (i.e. a rigid flat-plate wing in flapping motion); a smooth-plate wing in flapping motion with deformation; a corrugated wing in flapping motion without deformation (i.e. a rigid corrugated wing in flapping motion); a corrugated wing in flapping motion with deformation. There was little aerodynamic coupling between wing deformation and corrugation: the aerodynamic effect of wing deformation and corrugation acting together was approximately a superposition of those of deformation and corrugation acting separately. When acting alone, the effect of wing deformation was to increase the lift by 9.7% and decrease the torque (or aerodynamic power) by 5.2%, and that of wing corrugation was to decrease the lift by 6.5% and increase the torque by 2.2%. But when acting together, the wing deformation and corrugation only increased the lift by ~3% and decreased the torque by ~3%. That is, the combined aerodynamic effect of deformation and corrugation is rather small. Thus, wing corrugation is mainly for structural, not aerodynamic, purpose, and in computing or measuring the aerodynamic forces, using a rigid flat-plate wing to model the corrugated deforming wing at hovering condition can be a good approximation. Copyright © 2012 Elsevier Ltd. All rights reserved.

Works on theory of flapping wing. [considering boundary layer

NASA Technical Reports Server (NTRS)

Golubev, V. V.

1980-01-01

It is shown mathematically that taking account of the boundary layer is the only way to develop a theory of flapping wings without violating the basic observations and mathematics of hydromechanics. A theory of thrust generation by flapping wings can be developed if the conventional downstream velocity discontinuity surface is replaced with the observed Karman type vortex streets behind a flapping wing. Experiments show that the direction of such vortices is the reverse of that of conventional Karman streets. The streets form by breakdown of the boundary layer. Detailed analysis of the movements of certain birds and insects during flight 'in place' is fully consistent with this theory of the lift, thrust and drag of flapping wings. Further directions for research into flight with flapping wings are indicated.

Flapping wing flight can save aerodynamic power compared to steady flight.

PubMed

Pesavento, Umberto; Wang, Z Jane

2009-09-11

Flapping flight is more maneuverable than steady flight. It is debated whether this advantage is necessarily accompanied by a trade-off in the flight efficiency. Here we ask if any flapping motion exists that is aerodynamically more efficient than the optimal steady motion. We solve the Navier-Stokes equation governing the fluid dynamics around a 2D flapping wing, and determine the minimal aerodynamic power needed to support a specified weight. While most flapping wing motions are more costly than the optimal steady wing motion, we find that optimized flapping wing motions can save up to 27% of the aerodynamic power required by the optimal steady flight. We explain the cause of this energetic advantage.

14 CFR 23.699 - Wing flap position indicator.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.699 Wing flap position indicator. There must be a wing flap position...

14 CFR 23.699 - Wing flap position indicator.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.699 Wing flap position indicator. There must be a wing flap position...

14 CFR 23.699 - Wing flap position indicator.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.699 Wing flap position indicator. There must be a wing flap position...

14 CFR 23.699 - Wing flap position indicator.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.699 Wing flap position indicator. There must be a wing flap position...

Attitude control system for a lightweight flapping wing MAV.

PubMed

Tijmons, Sjoerd; Karásek, Matěj; de Croon, G C H E

2018-03-14

Robust attitude control is an essential aspect of research on autonomous flight of flapping wing Micro Air Vehicles. The mechanical solutions by which the necessary control moments are realised come at the price of extra weight and possible loss of aerodynamic efficiency. Stable flight of these vehicles has been shown by several designs using a conventional tail, but also by tailless designs that use active control of the wings. In this study a control mechanism is proposed that provides active control over the wings. The mechanism improves vehicle stability and agility by generation of control moments for roll, pitch and yaw. Its effectiveness is demonstrated by static measurements around all the three axes. Flight test results confirm that the attitude of the test vehicle, including a tail, can be successfully controlled in slow forward flight conditions. Furthermore, the flight envelope is extended with robust hovering and the ability to reverse the flight direction using a small turn space. This capability is very important for autonomous flight capabilities such as obstacle avoidance. Finally, it is demonstrated that the proposed control mechanism allows for tailless hovering flight. © 2018 IOP Publishing Ltd.

The importance of leading edge vortices under simplified flapping flight conditions at the size scale of birds.

PubMed

Hubel, Tatjana Y; Tropea, Cameron

2010-06-01

Over the last decade, interest in animal flight has grown, in part due to the possible use of flapping propulsion for micro air vehicles. The importance of unsteady lift-enhancing mechanisms in insect flight has been recognized, but unsteady effects were generally thought to be absent for the flapping flight of larger animals. Only recently has the existence of LEVs (leading edge vortices) in small vertebrates such as swifts, small bats and hummingbirds been confirmed. To study the relevance of unsteady effects at the scale of large birds [reduced frequency k between 0.05 and 0.3, k=(pifc)/U(infinity); f is wingbeat frequency, U(infinity) is free-stream velocity, and c is the average wing chord], and the consequences of the lack of kinematic and morphological refinements, we have designed a simplified goose-sized flapping model for wind tunnel testing. The 2-D flow patterns along the wing span were quantitatively visualized using particle image velocimetry (PIV), and a three-component balance was used to measure the forces generated by the wings. The flow visualization on the wing showed the appearance of LEVs, which is typically associated with a delayed stall effect, and the transition into flow separation. Also, the influence of the delayed stall and flow separation was clearly visible in measurements of instantaneous net force over the wingbeat cycle. Here, we show that, even at reduced frequencies as low as those of large bird flight, unsteady effects are present and non-negligible and have to be addressed by kinematic and morphological adaptations.

Experimental Investigation of Aerodynamics of Feather-Covered Flapping Wing

PubMed Central

Song, Bifeng

2017-01-01

Avian flight has an outstanding performance than the manmade flapping wing MAVs. Considering that the feather is light and strong, a new type of the flapping wing was designed and made, whose skeleton is carbon fiber rods and covered by goose feathers as the skin. Its aerodynamics is tested by experiments and can be compared with conventional artificial flapping wings made of carbon fiber rods as the skeleton and polyester membrane as the skin. The results showed that the feathered wing could generate more lift than the membrane wing in the same flapping kinematics because the feathered wing can have slots between feathers in an upstroke process, which can mainly reduce the negative lift. At the same time, the power consumption also decreased significantly, due to the decrease in the fluctuating range of the periodic lift curve, which reduced the offset consumption of lift. At the same time, the thrusts generated by the feather wing and the membrane wing are similar with each other, which increases with the increase of flapping frequency. In general, the aerodynamic performances of the feather wing are superior to that of the membrane wings. PMID:29527117

An experimental study of pressures on 60 deg Delta wings with leading edge vortex flaps

NASA Technical Reports Server (NTRS)

Marchman, J. F., III; Terry, J. E.; Donatelli, D. A.

1983-01-01

An experimental study was conducted in the Virginia Tech Stability Wind Tunnel to determine surface pressures over a 60 deg sweep delta wing with three vortex flap designs. Extensive pressure data was collected to provide a base data set for comparison with computational design codes and to allow a better understanding of the flow over vortex flaps. The results indicated that vortex flaps can be designed which will contain the leading edge vortex with no spillage onto the wing upper surface. However, the tests also showed that flaps designed without accounting for flap thickness will not be optimum and the result can be oversized flaps, early flap vortex reattachment and a second separation and vortex at the wing/flap hinge line.

Aerodynamic effects of flexibility in flapping wings.

PubMed

Zhao, Liang; Huang, Qingfeng; Deng, Xinyan; Sane, Sanjay P

2010-03-06

Recent work on the aerodynamics of flapping flight reveals fundamental differences in the mechanisms of aerodynamic force generation between fixed and flapping wings. When fixed wings translate at high angles of attack, they periodically generate and shed leading and trailing edge vortices as reflected in their fluctuating aerodynamic force traces and associated flow visualization. In contrast, wings flapping at high angles of attack generate stable leading edge vorticity, which persists throughout the duration of the stroke and enhances mean aerodynamic forces. Here, we show that aerodynamic forces can be controlled by altering the trailing edge flexibility of a flapping wing. We used a dynamically scaled mechanical model of flapping flight (Re approximately 2000) to measure the aerodynamic forces on flapping wings of variable flexural stiffness (EI). For low to medium angles of attack, as flexibility of the wing increases, its ability to generate aerodynamic forces decreases monotonically but its lift-to-drag ratios remain approximately constant. The instantaneous force traces reveal no major differences in the underlying modes of force generation for flexible and rigid wings, but the magnitude of force, the angle of net force vector and centre of pressure all vary systematically with wing flexibility. Even a rudimentary framework of wing veins is sufficient to restore the ability of flexible wings to generate forces at near-rigid values. Thus, the magnitude of force generation can be controlled by modulating the trailing edge flexibility and thereby controlling the magnitude of the leading edge vorticity. To characterize this, we have generated a detailed database of aerodynamic forces as a function of several variables including material properties, kinematics, aerodynamic forces and centre of pressure, which can also be used to help validate computational models of aeroelastic flapping wings. These experiments will also be useful for wing design for small robotic insects and, to a limited extent, in understanding the aerodynamics of flapping insect wings.

Aerodynamic effects of flexibility in flapping wings

PubMed Central

Zhao, Liang; Huang, Qingfeng; Deng, Xinyan; Sane, Sanjay P.

2010-01-01

Recent work on the aerodynamics of flapping flight reveals fundamental differences in the mechanisms of aerodynamic force generation between fixed and flapping wings. When fixed wings translate at high angles of attack, they periodically generate and shed leading and trailing edge vortices as reflected in their fluctuating aerodynamic force traces and associated flow visualization. In contrast, wings flapping at high angles of attack generate stable leading edge vorticity, which persists throughout the duration of the stroke and enhances mean aerodynamic forces. Here, we show that aerodynamic forces can be controlled by altering the trailing edge flexibility of a flapping wing. We used a dynamically scaled mechanical model of flapping flight (Re ≈ 2000) to measure the aerodynamic forces on flapping wings of variable flexural stiffness (EI). For low to medium angles of attack, as flexibility of the wing increases, its ability to generate aerodynamic forces decreases monotonically but its lift-to-drag ratios remain approximately constant. The instantaneous force traces reveal no major differences in the underlying modes of force generation for flexible and rigid wings, but the magnitude of force, the angle of net force vector and centre of pressure all vary systematically with wing flexibility. Even a rudimentary framework of wing veins is sufficient to restore the ability of flexible wings to generate forces at near-rigid values. Thus, the magnitude of force generation can be controlled by modulating the trailing edge flexibility and thereby controlling the magnitude of the leading edge vorticity. To characterize this, we have generated a detailed database of aerodynamic forces as a function of several variables including material properties, kinematics, aerodynamic forces and centre of pressure, which can also be used to help validate computational models of aeroelastic flapping wings. These experiments will also be useful for wing design for small robotic insects and, to a limited extent, in understanding the aerodynamics of flapping insect wings. PMID:19692394

An experimental study of the unsteady vortex structures in the wake of a root-fixed flapping wing

NASA Astrophysics Data System (ADS)

Hu, Hui; Clemons, Lucas; Igarashi, Hirofumi

2011-08-01

An experimental study was conducted to characterize the evolution of the unsteady vortex structures in the wake of a root-fixed flapping wing with the wing size, stroke amplitude, and flapping frequency within the range of insect characteristics for the development of novel insect-sized nano-air-vehicles (NAVs). The experiments were conducted in a low-speed wing tunnel with a miniaturized piezoelectric wing (i.e., chord length, C = 12.7 mm) flapping at a frequency of 60 Hz (i.e., f = 60 Hz). The non-dimensional parameters of the flapping wing are chord Reynolds number of Re = 1,200, reduced frequency of k = 3.5, and non-dimensional flapping amplitude at wingtip h = A/C = 1.35. The corresponding Strouhal number (Str) is 0.33 , which is well within the optimal range of 0.2 < Str < 0.4 used by flying insects and birds and swimming fishes for locomotion. A digital particle image velocimetry (PIV) system was used to achieve phased-locked and time-averaged flow field measurements to quantify the transient behavior of the wake vortices in relation to the positions of the flapping wing during the upstroke and down stroke flapping cycles. The characteristics of the wake vortex structures in the chordwise cross planes at different wingspan locations were compared quantitatively to elucidate underlying physics for a better understanding of the unsteady aerodynamics of flapping flight and to explore/optimize design paradigms for the development of novel insect-sized, flapping-wing-based NAVs.

Size effects on insect hovering aerodynamics: an integrated computational study.

PubMed

Liu, H; Aono, H

2009-03-01

Hovering is a miracle of insects that is observed for all sizes of flying insects. Sizing effect in insect hovering on flapping-wing aerodynamics is of interest to both the micro-air-vehicle (MAV) community and also of importance to comparative morphologists. In this study, we present an integrated computational study of such size effects on insect hovering aerodynamics, which is performed using a biology-inspired dynamic flight simulator that integrates the modelling of realistic wing-body morphology, the modelling of flapping-wing and body kinematics and an in-house Navier-Stokes solver. Results of four typical insect hovering flights including a hawkmoth, a honeybee, a fruit fly and a thrips, over a wide range of Reynolds numbers from O(10(4)) to O(10(1)) are presented, which demonstrate the feasibility of the present integrated computational methods in quantitatively modelling and evaluating the unsteady aerodynamics in insect flapping flight. Our results based on realistically modelling of insect hovering therefore offer an integrated understanding of the near-field vortex dynamics, the far-field wake and downwash structures, and their correlation with the force production in terms of sizing and Reynolds number as well as wing kinematics. Our results not only give an integrated interpretation on the similarity and discrepancy of the near- and far-field vortex structures in insect hovering but also demonstrate that our methods can be an effective tool in the MAVs design.

Measurement of shape and deformation of insect wing

NASA Astrophysics Data System (ADS)

Yin, Duo; Wei, Zhen; Wang, Zeyu; Zhou, Changqiu

2018-01-01

To measure the shape and deformation of an insect wing, a scanning setup adopting laser triangulation and image matching was developed. Only one industry camera with two light sources was employed to scan the transparent insect wings. 3D shape and point to point full field deformation of the wings could be obtained even when the wingspan is less than 3 mm. The venation and corrugation could be significantly identified from the results. The deformation of the wing under pin loading could be seen clearly from the results as well. Calibration shows that the shape and deformation measurement accuracies are no lower than 0.01 mm. Laser triangulation and image matching were combined dexterously to adapt wings' complex shape, size, and transparency. It is suitable for insect flight research or flapping wing micro-air vehicle development.

Efficiency of lift production in flapping and gliding flight of swifts.

PubMed

Henningsson, Per; Hedenström, Anders; Bomphrey, Richard J

2014-01-01

Many flying animals use both flapping and gliding flight as part of their routine behaviour. These two kinematic patterns impose conflicting requirements on wing design for aerodynamic efficiency and, in the absence of extreme morphing, wings cannot be optimised for both flight modes. In gliding flight, the wing experiences uniform incident flow and the optimal shape is a high aspect ratio wing with an elliptical planform. In flapping flight, on the other hand, the wing tip travels faster than the root, creating a spanwise velocity gradient. To compensate, the optimal wing shape should taper towards the tip (reducing the local chord) and/or twist from root to tip (reducing local angle of attack). We hypothesised that, if a bird is limited in its ability to morph its wings and adapt its wing shape to suit both flight modes, then a preference towards flapping flight optimization will be expected since this is the most energetically demanding flight mode. We tested this by studying a well-known flap-gliding species, the common swift, by measuring the wakes generated by two birds, one in gliding and one in flapping flight in a wind tunnel. We calculated span efficiency, the efficiency of lift production, and found that the flapping swift had consistently higher span efficiency than the gliding swift. This supports our hypothesis and suggests that even though swifts have been shown previously to increase their lift-to-drag ratio substantially when gliding, the wing morphology is tuned to be more aerodynamically efficient in generating lift during flapping. Since body drag can be assumed to be similar for both flapping and gliding, it follows that the higher total drag in flapping flight compared with gliding flight is primarily a consequence of an increase in wing profile drag due to the flapping motion, exceeding the reduction in induced drag.

Efficiency of Lift Production in Flapping and Gliding Flight of Swifts

PubMed Central

Henningsson, Per; Hedenström, Anders; Bomphrey, Richard J.

2014-01-01

Many flying animals use both flapping and gliding flight as part of their routine behaviour. These two kinematic patterns impose conflicting requirements on wing design for aerodynamic efficiency and, in the absence of extreme morphing, wings cannot be optimised for both flight modes. In gliding flight, the wing experiences uniform incident flow and the optimal shape is a high aspect ratio wing with an elliptical planform. In flapping flight, on the other hand, the wing tip travels faster than the root, creating a spanwise velocity gradient. To compensate, the optimal wing shape should taper towards the tip (reducing the local chord) and/or twist from root to tip (reducing local angle of attack). We hypothesised that, if a bird is limited in its ability to morph its wings and adapt its wing shape to suit both flight modes, then a preference towards flapping flight optimization will be expected since this is the most energetically demanding flight mode. We tested this by studying a well-known flap-gliding species, the common swift, by measuring the wakes generated by two birds, one in gliding and one in flapping flight in a wind tunnel. We calculated span efficiency, the efficiency of lift production, and found that the flapping swift had consistently higher span efficiency than the gliding swift. This supports our hypothesis and suggests that even though swifts have been shown previously to increase their lift-to-drag ratio substantially when gliding, the wing morphology is tuned to be more aerodynamically efficient in generating lift during flapping. Since body drag can be assumed to be similar for both flapping and gliding, it follows that the higher total drag in flapping flight compared with gliding flight is primarily a consequence of an increase in wing profile drag due to the flapping motion, exceeding the reduction in induced drag. PMID:24587260

The Effect of Split Trailing-edge Wing Flaps on the Aerodynamic Characteristics of a Parasol Monoplane

NASA Technical Reports Server (NTRS)

Wallace, Rudolf, N

1933-01-01

This paper presents the results of tests conducted in the N.A.C.A. full-scale wind tunnel on a Fairchild F-22 airplane equipped with a special wing having split trailing-edge flaps. The flaps extended over the outer 90 percent of the wing span, and were of the fixed-hinge type having a width equal to 20 percent of the wing chord. The results show that with a flap setting of 59 degrees the maximum lift of the wing was increased 42 percent, and that the flaps increased the range of available gliding angles from 2.7 degrees to 7.0 degrees. Deflection of the split flaps did not increase the stalling angle or seriously affect the longitudinal balance of the airplane. With flaps down the landing speed of the airplane is decreased, but the calculated climb and level-flight performance is inferior to that with the normal wing. Calculations indicate that the take-off distance required to clear an obstacle 100 feet high is not affected by flap settings from 0 degrees to 20 degrees but is greatly increased by larger flap angles.

Flapping Wings of an Inclined Stroke Angle: Experiments and Reduced-Order Models in Dual Aerial/Aquatic Flight

NASA Astrophysics Data System (ADS)

Izraelevitz, Jacob; Triantafyllou, Michael

2016-11-01

Flapping wings in nature demonstrate a large force actuation envelope, with capabilities beyond the limits of static airfoil section coefficients. Puffins, guillemots, and other auks particularly showcase this mechanism, as they are able to both generate both enough thrust to swim and lift to fly, using the same wing, by changing the wing motion trajectory. The wing trajectory is therefore an additional design criterion to be optimized along with traditional aircraft parameters, and could possibly enable dual aerial/aquatic flight. We showcase finite aspect-ratio flapping wing experiments, dynamic similarity arguments, and reduced-order models for predicting the performance of flapping wings that carry out complex motion trajectories.

Flexible wings in flapping flight

NASA Astrophysics Data System (ADS)

Moret, Lionel; Thiria, Benjamin; Zhang, Jun

2007-11-01

We study the effect of passive pitching and flexible deflection of wings on the forward flapping flight. The wings are flapped vertically in water and are allowed to move freely horizontally. The forward speed is chosen by the flapping wing itself by balance of drag and thrust. We show, that by allowing the wing to passively pitch or by adding a flexible extension at its trailing edge, the forward speed is significantly increased. Detailed measurements of wing deflection and passive pitching, together with flow visualization, are used to explain our observations. The advantage of having a wing with finite rigidity/flexibility is discussed as we compare the current results with our biological inspirations such as birds and fish.

Investigation of leading-edge flap performance on delta and double-delta wings at supersonic speeds

NASA Technical Reports Server (NTRS)

Covell, Peter F.; Wood, Richard M.; Miller, David S.

1987-01-01

An investigation of the aerodynamic performance of leading-edge flaps on three clipped delta and three clipped double-delta wing planforms with aspect ratios of 1.75, 2.11, and 2.50 was conducted in the Langley Unitary Plan Wind Tunnel at Mach numbers of 1.60, 1.90, and 2.16. A primary set of fullspan leading-edge flaps with similar root and tip chords were investigated on each wing, and several alternate flap planforms were investigated on the aspect-ratio-1.75 wings. All leading-edge flap geometries were effective in reducing the drag at lifting conditions over the range of wing aspect ratios and Mach numbers tested. Application of a primary flap resulted in better flap performance with the double-delta planform than with the delta planform. The primary flap geometry generally yielded better performance than the alternate flap geometries tested. Trim drag due to flap-induced pitching moments was found to reduce the leading-edge flap performance more for the delta planform than for the double-delta planform. Flow-visualization techniques showed that leading-edge flap deflection reduces crossflow shock-induced separation effects. Finally, it was found that modified linear theory consistently predicts only the effects of leading-edge flap deflection as related to pitching moment and lift trends.

Piloted simulation study of two tilt-wing control concepts

NASA Technical Reports Server (NTRS)

Birckelbaw, Lourdes G.; Corliss, Lloyd D.

1994-01-01

A two-phase piloted simulation study was conducted to investigate alternative wing and flap controls for tilt-wing aircraft. The initial phase of the study compared the flying qualities of both a conventional (programmed) flap and an innovative geared flap. The second phase of the study introduced an alternate method of pilot control for the geared flap and further studied the flying qualities of the programmed flap, and two geared flap configurations. In general, the pilot rating showed little variation between the programmed flap and the geared flap control concepts. Some differences between the two concepts were noticed and are discussed in this paper. The addition of pitch attitude stabilization in the second phase of the study greatly enhanced the aircraft flying qualities. This paper describes the simulated tilt-wing aircraft and the flap control concepts and presents the results of both phases of the simulation study.

Study on airflow characteristics of rear wing of F1 car

NASA Astrophysics Data System (ADS)

Azmi, A. R. S.; Sapit, A.; Mohammed, A. N.; Razali, M. A.; Sadikin, A.; Nordin, N.

2017-09-01

The paper aims to investigate CFD simulation is carried out to investigate the airflow along the rear wing of F1 car with Reynold number of 3 × 106 and velocity, u = 43.82204 m/s. The analysis was done using 2-D model consists of main plane and flap wing, combined together to form rear wing module. Both of the aerofoil is placed inside a box of 350mm long and 220mm height according to regulation set up by FIA. The parameters for this study is the thickness and the chord length of the flap wing aerofoil. The simulations were performed by using FLUENT solver and k-kl-omega model. The wind speed is set up to 43 m/s that is the average speed of F1 car when cornering. This study uses NACA 2408, 2412, and 2415 for the flap wing and BE50 for the main plane. Each cases being simulated with a gap between the aerofoil of 10mm and 50mm when the DRS is activated. Grid independence test and validation was conduct to make sure the result obtained is acceptable. The goal of this study is to investigate aerodynamic behavior of airflow around the rear wing as well as to see how the thickness and the chord length of flap wing influence the airflow at the rear wing. The results show that increasing in thickness of the flap wing aerofoil will decreases the downforce. The results also show that although the short flap wing generate lower downforce than the big flap wing, but the drag force can be significantly reduced as the short flap wing has more change in angle of attack when it is activated. Therefore, the type of aerofoil for the rear wing should be decided according to the circuit track so that it can be fully optimized.

Development of a morphing flap using shape memory alloy actuators: the aerodynamic characteristics of a morphing flap

NASA Astrophysics Data System (ADS)

Ko, Seung-Hee; Bae, Jae-Sung; Rho, Jin-Ho

2014-07-01

The discontinuous contour of a wing with conventional flaps diminishes the aerodynamic performance of an aircraft. A wing with a continuous contour does not experience extreme flow stream fluctuations during flight, and consequently has good aerodynamic characteristics. In this study, a morphing flap using shape memory alloy actuators is proposed, designed and fabricated, and its aerodynamic characteristics are investigated using aerodynamic analyses and wind tunnel tests. The ribs of the morphing flap are designed and fabricated with multiple elements joined together in a way that allows relative rotations of adjacent elements and forms a smooth contour of the morphing flap. The aerodynamic analyses of this multiple-element morphing-flap wing are performed using XFLR pro; its aerodynamic performance is compared with that of a mechanical-flap wing, and is measured through wind-tunnel tests.

Aerodynamic Ground Effect in Fruitfly Sized Insect Takeoff

PubMed Central

Kolomenskiy, Dmitry; Maeda, Masateru; Engels, Thomas; Liu, Hao; Schneider, Kai; Nave, Jean-Christophe

2016-01-01

Aerodynamic ground effect in flapping-wing insect flight is of importance to comparative morphologies and of interest to the micro-air-vehicle (MAV) community. Recent studies, however, show apparently contradictory results of either some significant extra lift or power savings, or zero ground effect. Here we present a numerical study of fruitfly sized insect takeoff with a specific focus on the significance of leg thrust and wing kinematics. Flapping-wing takeoff is studied using numerical modelling and high performance computing. The aerodynamic forces are calculated using a three-dimensional Navier–Stokes solver based on a pseudo-spectral method with volume penalization. It is coupled with a flight dynamics solver that accounts for the body weight, inertia and the leg thrust, while only having two degrees of freedom: the vertical and the longitudinal horizontal displacement. The natural voluntary takeoff of a fruitfly is considered as reference. The parameters of the model are then varied to explore possible effects of interaction between the flapping-wing model and the ground plane. These modified takeoffs include cases with decreased leg thrust parameter, and/or with periodic wing kinematics, constant body pitch angle. The results show that the ground effect during natural voluntary takeoff is negligible. In the modified takeoffs, when the rate of climb is slow, the difference in the aerodynamic forces due to the interaction with the ground is up to 6%. Surprisingly, depending on the kinematics, the difference is either positive or negative, in contrast to the intuition based on the helicopter theory, which suggests positive excess lift. This effect is attributed to unsteady wing-wake interactions. A similar effect is found during hovering. PMID:27019208

Aerodynamic Characteristics of a 0.5-Scale Model of the Fairchild XSAM-N-2 Lark Missile at High Subsonic Speeds

NASA Technical Reports Server (NTRS)

Martin, Andrew; Hunter, Harlo A.

1949-01-01

An investigation was conducted to determine the longitudinal- and lateral-stability characteristics of a 0.5-scale moue1 of the Fairchild Lark missile, The model was tested with 0 deg and with 22.5 deg of roll. Three horizontal wings having NACA 16-009, 16-209, and 64A-209 sections were tested. Pressures were measured on both pointed and blunt noses. The wind-tunnel-test data indicate that rolling the missile 22.5 deg. had no serious effect on the static longitudinal stability. The desired maneuvering acceleration could not be attained with any of the horizontal wings tested, even with the horizontal wing flaps deflected 50 deg. The flaps on the 64A-209 wing (with small trailing-edge angles and flat sides) were effective at all flap deflections, while the flaps on the 16-series wings (with large trailing-edge angles) lost effectiveness at small flap deflections. The data showed that rolling moment existed when the vertical wing flaps were deflected with the model at other than zero angle of attack. A similar rolling moment probably would be found . with the horizontal wing flaps deflected and the model yawed.

Time-varying wing-twist improves aerodynamic efficiency of forward flight in butterflies.

PubMed

Zheng, Lingxiao; Hedrick, Tyson L; Mittal, Rajat

2013-01-01

Insect wings can undergo significant chordwise (camber) as well as spanwise (twist) deformation during flapping flight but the effect of these deformations is not well understood. The shape and size of butterfly wings leads to particularly large wing deformations, making them an ideal test case for investigation of these effects. Here we use computational models derived from experiments on free-flying butterflies to understand the effect of time-varying twist and camber on the aerodynamic performance of these insects. High-speed videogrammetry is used to capture the wing kinematics, including deformation, of a Painted Lady butterfly (Vanessa cardui) in untethered, forward flight. These experimental results are then analyzed computationally using a high-fidelity, three-dimensional, unsteady Navier-Stokes flow solver. For comparison to this case, a set of non-deforming, flat-plate wing (FPW) models of wing motion are synthesized and subjected to the same analysis along with a wing model that matches the time-varying wing-twist observed for the butterfly, but has no deformation in camber. The simulations show that the observed butterfly wing (OBW) outperforms all the flat-plate wings in terms of usable force production as well as the ratio of lift to power by at least 29% and 46%, respectively. This increase in efficiency of lift production is at least three-fold greater than reported for other insects. Interestingly, we also find that the twist-only-wing (TOW) model recovers much of the performance of the OBW, demonstrating that wing-twist, and not camber is key to forward flight in these insects. The implications of this on the design of flapping wing micro-aerial vehicles are discussed.

Time-Varying Wing-Twist Improves Aerodynamic Efficiency of Forward Flight in Butterflies

PubMed Central

Zheng, Lingxiao; Hedrick, Tyson L.; Mittal, Rajat

2013-01-01

Insect wings can undergo significant chordwise (camber) as well as spanwise (twist) deformation during flapping flight but the effect of these deformations is not well understood. The shape and size of butterfly wings leads to particularly large wing deformations, making them an ideal test case for investigation of these effects. Here we use computational models derived from experiments on free-flying butterflies to understand the effect of time-varying twist and camber on the aerodynamic performance of these insects. High-speed videogrammetry is used to capture the wing kinematics, including deformation, of a Painted Lady butterfly (Vanessa cardui) in untethered, forward flight. These experimental results are then analyzed computationally using a high-fidelity, three-dimensional, unsteady Navier-Stokes flow solver. For comparison to this case, a set of non-deforming, flat-plate wing (FPW) models of wing motion are synthesized and subjected to the same analysis along with a wing model that matches the time-varying wing-twist observed for the butterfly, but has no deformation in camber. The simulations show that the observed butterfly wing (OBW) outperforms all the flat-plate wings in terms of usable force production as well as the ratio of lift to power by at least 29% and 46%, respectively. This increase in efficiency of lift production is at least three-fold greater than reported for other insects. Interestingly, we also find that the twist-only-wing (TOW) model recovers much of the performance of the OBW, demonstrating that wing-twist, and not camber is key to forward flight in these insects. The implications of this on the design of flapping wing micro-aerial vehicles are discussed. PMID:23341923

Design charts for predicting downwash angles and wake characteristics behind plain and flapped wings

NASA Technical Reports Server (NTRS)

Silverstein, Abe; Katzoff, S

1939-01-01

Equations and design charts are given for predicting the downwash angles and the wake characteristics for power-off conditions behind plain and flapped wings of the types used in modern design practice. The downwash charts cover the cases of elliptical wings and wings of taper ratios 1, 2, 3, and 5, with aspect ratios of 6, 9, and 12, having flaps covering 0, 40, 70, and 100 percent of the span. Curves of the span load distributions for all these cases are included. Data on the lift and the drag of flapped airfoil sections and curves for finding the contribution of the flap to the total wing lift for different types of flap and for the entire range of flap spans are also included. The wake width and the distribution of dynamic pressure across the wake are given in terms of the profile-drag coefficient and the distance behind the wing. A method of estimating the wake position is also given. The equations and charts are based on theory that has been shown in a previous report to be in agreement with experiment.

Reduction of structural loads using maneuver load control on the Advanced Fighter Technology Integration (AFTI)/F-111 mission adaptive wing

NASA Technical Reports Server (NTRS)

Thornton, Stephen V.

1993-01-01

A transonic fighter-bomber aircraft, having a swept supercritical wing with smooth variable-camber flaps was fitted with a maneuver load control (MLC) system that implements a technique to reduce the inboard bending moments in the wing by shifting the spanwise load distribution inboard as load factor increases. The technique modifies the spanwise camber distribution by automatically commanding flap position as a function of flap position, true airspeed, Mach number, dynamic pressure, normal acceleration, and wing sweep position. Flight test structural loads data were obtained for loads in both the wing box and the wing root. Data from uniformly deflected flaps were compared with data from flaps in the MLC configuration where the outboard segment of three flap segments was deflected downward less than the two inboard segments. The changes in the shear loads in the forward wing spar and at the roots of the stabilators also are presented. The camber control system automatically reconfigures the flaps through varied flight conditions. Configurations having both moderate and full trailing-edge flap deflection were tested. Flight test data were collected at Mach numbers of 0.6, 0.7, 0.8, and 0.9 and dynamic pressures of 300, 450, 600, and 800 lb/sq ft. The Reynolds numbers for these flight conditions ranged from 26 x 10(exp 6) to 54 x 10(exp 6) at the mean aerodynamic chord. Load factor increases of up to 1.0 g achieved with no increase in wing root bending moment with the MLC flap configuration.

Forward flight of swallowtail butterfly with simple flapping motion.

PubMed

Tanaka, Hiroto; Shimoyama, Isao

2010-06-01

Unlike other flying insects, the wing motion of swallowtail butterflies is basically limited to flapping because their fore wings partly overlap their hind wings, structurally restricting the feathering needed for active control of aerodynamic force. Hence, it can be hypothesized that the flight of swallowtail butterflies is realized with simple flapping, requiring little feedback control of the feathering angle. To verify this hypothesis, we fabricated an artificial butterfly mimicking the wing motion and wing shape of a swallowtail butterfly and analyzed its flights using images taken with a high-speed video camera. The results demonstrated that stable forward flight could be realized without active feathering or feedback control of the wing motion. During the flights, the artificial butterfly's body moved up and down passively in synchronization with the flapping, and the artificial butterfly followed an undulating flight trajectory like an actual swallowtail butterfly. Without feedback control of the wing motion, the body movement is directly affected by change of aerodynamic force due to the wing deformation; the degree of deformation was determined by the wing venation. Unlike a veinless wing, a mimic wing with veins generated a much higher lift coefficient during the flapping flight than in a steady flow due to the large body motion.

Evaluation of the Thorax of Manduca Sexta for Flapping Wing Micro Air Vehicle Applications

DTIC Science & Technology

2012-12-01

procuticle. The procuticle is comprised of microfibers of chitin enveloped by a matrix of protein. When the procuticle forms, it is similar to that of a...carbon fiber layup. There is a thin layer of lamellae with chitin microfibers oriented at different angles 15 throughout the layup. This layer can

Effects of flaps on buffet characteristics and wind-rock onset of an F-8C airplane at subsonic and transonic speeds

NASA Technical Reports Server (NTRS)

Monaghan, R. C.; Friend, E. L.

1973-01-01

Wind-up-turn maneuvers were performed to establish the values of airplane normal force coefficient for buffet onset, wing-rock onset, and buffet loads with various combinations of leading- and trailing-edge flap deflections. Data were gathered at both subsonic and transonic speeds covering a range from Mach 0.64 to Mach 0.92. Buffet onset and buffet loads were obtained from wingtip acceleration and wing-root bending-moment data, and wing-rock onset was obtained from airplane roll rate data. Buffet onset, wing-rock onset, and buffet loads were similarly affected by the various combinations of leading- and training-edge flaps. Subsonically, the 12 deg leading-edge-flap and trailing-edge-flap combination was most effective in delaying buffet onset, wing-rock onset, and equivalent values of buffet loads to a higher value of airplane normal force coefficient. This was the maximum flap deflection investigated. Transonically, however, the optimum leading-edge flap position was generally less than 12 deg.

Artificial Manduca sexta forewings for flapping-wing micro aerial vehicles: how wing structure affects performance.

PubMed

Moses, K C; Michaels, S C; Willis, M; Quinn, R D

2017-09-26

A novel approach to fabricating and testing artificial insect wings has been developed. Utilizing these new techniques, locally harvested hawk moth (Manduca sexta) forewings are compared to engineered forewings with varying wing structures. A number of small, flexible engineered forewings were fabricated with identical planform size and shape but with variations in camber, ribbing, thickness and composition. A series of static and dynamic assessments compares the forewings in terms of structure and performance. Data from these experiments show that the fabrication method can produce artificial forewings with similar properties to that of M. sexta. Flexural stiffness (EI) data shows a maximum percent difference of 41% between the left and right natural M. sexta forewings, whereas engineered forewings have a maximum percent difference of 18%. When deflection is induced from the ventral side of the forewing, EI values are at least 9.1% higher than when it is induced from the dorsal side. According to simulations, approximately 57% of this difference can be attributed to the camber of the forewings. Fabricated forewings produced comparable amounts of lift to natural M. sexta forewings (1.00 g F and 0.96 g F at 25 Hz flapping frequency respectively).

The gust-mitigating potential of flapping wings.

PubMed

Fisher, Alex; Ravi, Sridhar; Watkins, Simon; Watmuff, Jon; Wang, Chun; Liu, Hao; Petersen, Phred

2016-08-02

Nature's flapping-wing flyers are adept at negotiating highly turbulent flows across a wide range of scales. This is in part due to their ability to quickly detect and counterract disturbances to their flight path, but may also be assisted by an inherent aerodynamic property of flapping wings. In this study, we subject a mechanical flapping wing to replicated atmospheric turbulence across a range of flapping frequencies and turbulence intensities. By means of flow visualization and surface pressure measurements, we determine the salient effects of large-scale freestream turbulence on the flow field, and on the phase-average and fluctuating components of pressure and lift. It is shown that at lower flapping frequencies, turbulence dominates the instantaneous flow field, and the random fluctuating component of lift contributes significantly to the total lift. At higher flapping frequencies, kinematic forcing begins to dominate and the flow field becomes more consistent from cycle to cycle. Turbulence still modulates the flapping-induced flow field, as evidenced in particular by a variation in the timing and extent of leading edge vortex formation during the early downstroke. The random fluctuating component of lift contributes less to the total lift at these frequencies, providing evidence that flapping wings do indeed provide some inherent gust mitigation.

Wing-wake interaction destabilizes hover equilibrium of a flapping insect-scale wing.

PubMed

Bluman, James; Kang, Chang-Kwon

2017-06-15

Wing-wake interaction is a characteristic nonlinear flow feature that can enhance unsteady lift in flapping flight. However, the effects of wing-wake interaction on the flight dynamics of hover are inadequately understood. We use a well-validated 2D Navier-Stokes equation solver and a quasi-steady model to investigate the role of wing-wake interaction on the hover stability of a fruit fly scale flapping flyer. The Navier-Stokes equations capture wing-wake interaction, whereas the quasi-steady models do not. Both aerodynamic models are tightly coupled to a flight dynamic model, which includes the effects of wing mass. The flapping amplitude, stroke plane angle, and flapping offset angle are adjusted in free flight for various wing rotations to achieve hover equilibrium. We present stability results for 152 simulations which consider different kinematics involving the pitch amplitude and pitch axis as well as the duration and timing of pitch rotation. The stability of all studied motions was qualitatively similar, with an unstable oscillatory mode present in each case. Wing-wake interaction has a destabilizing effect on the longitudinal stability, which cannot be predicted by a quasi-steady model. Wing-wake interaction increases the tendency of the flapping flyer to pitch up in the presence of a horizontal velocity perturbation, which further destabilizes the unstable oscillatory mode of hovering flight dynamics.

Biologically Inspired, Anisoptropic Flexible Wing for Optimal Flapping Flight

DTIC Science & Technology

2013-01-31

Anisotropic Flexible Wing for Optimal Flapping Flight FA9550-07-1-0547 Sb. GRANT NUMBER Sc. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) Sd. PROJECT NUMBER...anisotropic structural flexibility ; c) Conducted coordinated experimental and computational modeling to determine the roles of aerodynamic loading, wing inertia...and structural flexibility and elasticity; and d) Developed surrogate tools for flapping wing MA V design and optimization. Detailed research

Rather than resonance, flapping wing flyers may play on aerodynamics to improve performance.

PubMed

Ramananarivo, Sophie; Godoy-Diana, Ramiro; Thiria, Benjamin

2011-04-12

Saving energy and enhancing performance are secular preoccupations shared by both nature and human beings. In animal locomotion, flapping flyers or swimmers rely on the flexibility of their wings or body to passively increase their efficiency using an appropriate cycle of storing and releasing elastic energy. Despite the convergence of many observations pointing out this feature, the underlying mechanisms explaining how the elastic nature of the wings is related to propulsive efficiency remain unclear. Here we use an experiment with a self-propelled simplified insect model allowing to show how wing compliance governs the performance of flapping flyers. Reducing the description of the flapping wing to a forced oscillator model, we pinpoint different nonlinear effects that can account for the observed behavior--in particular a set of cubic nonlinearities coming from the clamped-free beam equation used to model the wing and a quadratic damping term representing the fluid drag associated to the fast flapping motion. In contrast to what has been repeatedly suggested in the literature, we show that flapping flyers optimize their performance not by especially looking for resonance to achieve larger flapping amplitudes with less effort, but by tuning the temporal evolution of the wing shape (i.e., the phase dynamics in the oscillator model) to optimize the aerodynamics.

Rather than resonance, flapping wing flyers may play on aerodynamics to improve performance

PubMed Central

Ramananarivo, Sophie; Godoy-Diana, Ramiro; Thiria, Benjamin

2011-01-01

Saving energy and enhancing performance are secular preoccupations shared by both nature and human beings. In animal locomotion, flapping flyers or swimmers rely on the flexibility of their wings or body to passively increase their efficiency using an appropriate cycle of storing and releasing elastic energy. Despite the convergence of many observations pointing out this feature, the underlying mechanisms explaining how the elastic nature of the wings is related to propulsive efficiency remain unclear. Here we use an experiment with a self-propelled simplified insect model allowing to show how wing compliance governs the performance of flapping flyers. Reducing the description of the flapping wing to a forced oscillator model, we pinpoint different nonlinear effects that can account for the observed behavior—in particular a set of cubic nonlinearities coming from the clamped-free beam equation used to model the wing and a quadratic damping term representing the fluid drag associated to the fast flapping motion. In contrast to what has been repeatedly suggested in the literature, we show that flapping flyers optimize their performance not by especially looking for resonance to achieve larger flapping amplitudes with less effort, but by tuning the temporal evolution of the wing shape (i.e., the phase dynamics in the oscillator model) to optimize the aerodynamics. PMID:21444774

Correlation between vortex structures and unsteady loads for flapping motion in hover

NASA Astrophysics Data System (ADS)

Jardin, Thierry; Chatellier, Ludovic; Farcy, Alain; David, Laurent

2009-10-01

During the past decade, efforts were made to develop a new generation of unmanned aircrafts, qualified as Micro-Air Vehicles. The particularity of these systems resides in their maximum dimension limited to 15 cm, which, in terms of aerodynamics, corresponds to low Reynolds number flows ( Re ≈ 102 to 104). At low Reynolds number, the concept of flapping wings seems to be an interesting alternative to the conventional fixed and rotary wings. Despite the fact that this concept may lead to enhanced lift forces and efficiency ratios, it allows hovering coupled with a low-noise generation. Previous studies (Dickinson et al. in Science 284:1954-1960, 1999) revealed that the flow engendered by flapping wings is highly vortical and unsteady, inducing significant temporal variations of the loads experienced by the airfoil. In order to enhance the aerodynamic performance of such flapping wings, it is essential to give further insight into the loads generating mechanisms by correlating the spatial and temporal evolution of the vortical structures together with the time-dependent lift and drag. In this paper, Time Resolved Particle Image Velocimetry is used as a basis to evaluate both unsteady forces and vortical structures generated by an airfoil undergoing complex motion (i.e. asymmetric flapping flight), through the momentum equation approach and a multidimensional wavelet-like vortex parameterization method, respectively. The momentum equation approach relies on the integration of flow variables inside and around a control volume surrounding the airfoil (Noca et al. in J Fluids Struct 11:345-350, 1997; Unal et al. in J Fluids Struct 11:965-971, 1997). Besides the direct link performed between the flow behavior and the force mechanisms, the load characterization is here non-intrusive and specifically convenient for flapping flight studies thanks to its low Reynolds flows’ sensitivity and adaptability to moving bodies. Results are supported by a vortex parameterization which evaluates the circulation of the multiple vortices generated in such complex flows. The temporal evolution of the loads matches the flow behavior and hence reveals the preponderant inertial force component and that due to vortical structures.

Scaling law and enhancement of lift generation of an insect-size hovering flexible wing

PubMed Central

Kang, Chang-kwon; Shyy, Wei

2013-01-01

We report a comprehensive scaling law and novel lift generation mechanisms relevant to the aerodynamic functions of structural flexibility in insect flight. Using a Navier–Stokes equation solver, fully coupled to a structural dynamics solver, we consider the hovering motion of a wing of insect size, in which the dynamics of fluid–structure interaction leads to passive wing rotation. Lift generated on the flexible wing scales with the relative shape deformation parameter, whereas the optimal lift is obtained when the wing deformation synchronizes with the imposed translation, consistent with previously reported observations for fruit flies and honeybees. Systematic comparisons with rigid wings illustrate that the nonlinear response in wing motion results in a greater peak angle compared with a simple harmonic motion, yielding higher lift. Moreover, the compliant wing streamlines its shape via camber deformation to mitigate the nonlinear lift-degrading wing–wake interaction to further enhance lift. These bioinspired aeroelastic mechanisms can be used in the development of flapping wing micro-robots. PMID:23760300

The Effects of a Highly Cambered Low-Drag Wing and of Auxiliary Flaps on the High-Speed Aerodynamic Characteristics of a Twin-Engine Pursuit Airplane Model

NASA Technical Reports Server (NTRS)

Ganzer, Victor M

1944-01-01

Results are presented for tests of two wings, an NACA 230-series wing and a highly-cambered NACA 66-series wing on a twin-engine pursuit airplane. Auxiliary control flaps were tested in combinations with each wing. Data showing comparison of high-speed aerodynamic characteristics of the model when equipped with each wing, the effect of the auxiliary control flaps on aerodynamic characteristics, and elevator effectiveness for the model with the 66-series wing are presented. High-speed aerodynamic characteristics of the model were improved with the 66-series wing.

Externally blown flap noise research

NASA Technical Reports Server (NTRS)

Dorsch, R. G.

1974-01-01

The Lewis Research Center cold-flow model externally blown flap (EBF) noise research test program is summarized. Both engine under-the-wing and over-the-wing EBF wing section configurations were studied. Ten large scale and nineteen small scale EBF models were tested. A limited number of forward airspeed effect and flap noise suppression tests were also run. The key results and conclusions drawn from the flap noise tests are summarized and discussed.

Experimental Study on the Propulsion Performance of the M-shape flapping wing’s bending angle

NASA Astrophysics Data System (ADS)

Chen, Jingxian; Nie, Xiaofang; Zhou, Ximing

2017-10-01

To study the the effect of flapping wing with different bending angles α on the thrust, in this paper, 9 M-shape flapping wing models with different bending angles, ranging for 0° to 22°, were designed. The rotating arm experiment was adopted to conduct the thrust test on the flapping wing models with different bending angels under the wind speed of 15m/s. The result shows that the span-wise flapping wing’s curvature could rectify the airflow, the proper curvature could prevent the span-wise airflow at the surface the flapping wing and leads the airflow towards backward, the amount of air pushed backwards by the flapping wing is larger, therefore the value of thrust is increased; As well as the rectification of M-shape flapping wing increases the thrust value, the flapping wing’s form drag also increased due to the bending angle. According to the results of the experiment, when the bending angle is less than 12°, the increment of the thrust is larger than the decrease of the form drag, so the thrust value increases gradually. However, when the bending angle is larger than 12°, the increment of the thrust is less than the decrease of the form drag, so the thrust value decreases. The thrust value is the largest when the bending angle is 12°.

Wind-Tunnel Measurements of Effect of Dive-Recovery Flaps at Transonic Speeds on Models of a Seaplane and a Transport

NASA Technical Reports Server (NTRS)

Heath, Atwood R., Jr.; Ward, Robert J.

1959-01-01

The effects of wing-lower-surface dive-recovery flaps on the aero- dynamic characteristics of a transonic seaplane model and a transonic transport model having 40 deg swept wings have been investigated in the Langley 16-foot transonic tunnel. The seaplane model had a wing with an aspect ratio of 5.26, a taper ratio of 0.333, and NACA 63A series airfoil sections streamwise. The transport model had a wing with an aspect ratio of 8, a taper ratio of 0.3, and NACA 65A series airfoil sections perpendicular to the quarter-chord line. The effects of flap deflection, flap longitudinal location, and flap sweep were generally investigated for both horizontal-tail-on and horizontal-tail-off configurations. Model force and moment measurements were made for model angles of attack from -5 deg to 14 deg in the Mach number range from 0.70 to 1.075 at Reynolds numbers of 2.95 x 10(exp 6) to 4.35 x 10(exp 6). With proper longitudinal location, wing-lower-surface dive-recovery flaps produced lift and pitching-moment increments that increased with flap deflection. For the transport model a flap located aft on the wing proved to be more effective than one located more forward., both flaps having the same span and approximately the same deflection. For the seaplane model a high horizontal tail provided added effectiveness for the deflected-flap configuration.

Differential pressure distribution measurement for the development of insect-sized wings

NASA Astrophysics Data System (ADS)

Takahashi, Hidetoshi; Matsumoto, Kiyoshi; Shimoyama, Isao

2013-05-01

This paper reports on the measurement of the differential pressure distribution over a flat, thin wing using a micro-electro-mechanical systems sensor. Sensors featuring a piezoresistive cantilever were attached to a polyimide/Cu wing. Because the weight of the cantilever element was less than 10 ng, the sensor can measure the differential pressure without interference from inertial forces, such as wing flapping motions. The dimensions of the sensor chips and the wing were 1.0 mm × 1.0 mm × 0.3 mm and 100 mm × 30 mm × 1 mm, respectively. The differential pressure distribution along the wing's chord direction was measured in a wind tunnel at an air velocity of 4.0 m s­-1 by changing the angle of attack. It was confirmed that the pressure coefficient calculated by the measured differential pressure distribution was similar to the value measured by a load cell.

A mathematical model for the thrust force generated by a flapping elastic wing

NASA Astrophysics Data System (ADS)

Tarasov, Alexander E.; Sumbatyan, Mezhlum A.

2012-11-01

The physical nature of the thrust force generated by flapping wings is of a long-time interest of many researchers. The idea of the thrust effect came from the observation of birds' flight. Apparently, Leonardo da Vinci was first who tried to explain the mechanism of the flapping wing trust, for possible engineering applications. Nevertheless, the fundamental basics of a theoretical study of wing oscillations were laid only near the beginning of the 20th century. The thrust effect of the flapping wing was explained by Knoller in 1909 and Betz in 1912, independently. The principal problem in this theory is to define an optimal deformation law which provides the flapping wing to work with highest efficiency. In the present paper we study a rectangular elastic wing of finite span as a propulsion device. We propose an analytical approach, to study harmonic oscillations of a thin elastic rectangular wing at zero attack angle in a flow of inviscid incompressible fluid. The problem is reduced to an integro-differential equation, in frames of the "plane sections" hypothesis.

Wing-wake interaction reduces power consumption in insect tandem wings

NASA Astrophysics Data System (ADS)

Lehmann, Fritz-Olaf

Insects are capable of a remarkable diversity of flight techniques. Dragonflies, in particular, are notable for their powerful aerial manoeuvres and endurance during prey catching or territory flights. While most insects such as flies, bees and wasps either reduced their hinds wings or mechanically coupled fore and hind wings, dragonflies have maintained two independent-controlled pairs of wings throughout their evolution. An extraordinary feature of dragonfly wing kinematics is wing phasing, the shift in flapping phase between the fore and hind wing periods. Wing phasing has previously been associated with an increase in thrust production, readiness for manoeuvrability and hunting performance. Recent studies have shown that wing phasing in tandem wings produces a twofold modulation in hind wing lift, but slightly reduces the maximum combined lift of fore and hind wings, compared to two wings flapping in isolation. Despite this disadvantage, however, wing phasing is effective in improving aerodynamic efficiency during flight by the removal of kinetic energy from the wake. Computational analyses demonstrate that this increase in flight efficiency may save up to 22% aerodynamic power expenditure compared to insects flapping only two wings. In terms of engineering, energetic benefits in four-wing flapping are of substantial interest in the field of biomimetic aircraft design, because the performance of man-made air vehicles is often limited by high-power expenditure rather than by lift production. This manuscript provides a summary on power expenditures and aerodynamic efficiency in flapping tandem wings by investigating wing phasing in a dynamically scaled robotic model of a hovering dragonfly.

Wing-wake interaction reduces power consumption in insect tandem wings

NASA Astrophysics Data System (ADS)

Lehmann, Fritz-Olaf

2009-05-01

Insects are capable of a remarkable diversity of flight techniques. Dragonflies, in particular, are notable for their powerful aerial manoeuvres and endurance during prey catching or territory flights. While most insects such as flies, bees and wasps either reduced their hinds wings or mechanically coupled fore and hind wings, dragonflies have maintained two independent-controlled pairs of wings throughout their evolution. An extraordinary feature of dragonfly wing kinematics is wing phasing, the shift in flapping phase between the fore and hind wing periods. Wing phasing has previously been associated with an increase in thrust production, readiness for manoeuvrability and hunting performance. Recent studies have shown that wing phasing in tandem wings produces a twofold modulation in hind wing lift, but slightly reduces the maximum combined lift of fore and hind wings, compared to two wings flapping in isolation. Despite this disadvantage, however, wing phasing is effective in improving aerodynamic efficiency during flight by the removal of kinetic energy from the wake. Computational analyses demonstrate that this increase in flight efficiency may save up to 22% aerodynamic power expenditure compared to insects flapping only two wings. In terms of engineering, energetic benefits in four-wing flapping are of substantial interest in the field of biomimetic aircraft design, because the performance of man-made air vehicles is often limited by high-power expenditure rather than by lift production. This manuscript provides a summary on power expenditures and aerodynamic efficiency in flapping tandem wings by investigating wing phasing in a dynamically scaled robotic model of a hovering dragonfly.

Allometry of wing twist and camber in a flower chafer during free flight: How do wing deformations scale with body size?

PubMed Central

Ribak, Gal

2017-01-01

Intraspecific variation in adult body mass can be particularly high in some insect species, mandating adjustment of the wing's structural properties to support the weight of the larger body mass in air. Insect wings elastically deform during flapping, dynamically changing the twist and camber of the relatively thin and flat aerofoil. We examined how wing deformations during free flight scale with body mass within a species of rose chafers (Coleoptera: Protaetia cuprea) in which individuals varied more than threefold in body mass (0.38–1.29 g). Beetles taking off voluntarily were filmed using three high-speed cameras and the instantaneous deformation of their wings during the flapping cycle was analysed. Flapping frequency decreased in larger beetles but, otherwise, flapping kinematics remained similar in both small and large beetles. Deflection of the wing chord-wise varied along the span, with average deflections at the proximal trailing edge higher by 0.2 and 0.197 wing lengths compared to the distal trailing edge in the downstroke and the upstroke, respectively. These deflections scaled with wing chord to the power of 1.0, implying a constant twist and camber despite the variations in wing and body size. This suggests that the allometric growth in wing size includes adjustment of the flexural stiffness of the wing structure to preserve wing twist and camber during flapping. PMID:29134103

Allometry of wing twist and camber in a flower chafer during free flight: How do wing deformations scale with body size?

PubMed

Meresman, Yonatan; Ribak, Gal

2017-10-01

Intraspecific variation in adult body mass can be particularly high in some insect species, mandating adjustment of the wing's structural properties to support the weight of the larger body mass in air. Insect wings elastically deform during flapping, dynamically changing the twist and camber of the relatively thin and flat aerofoil. We examined how wing deformations during free flight scale with body mass within a species of rose chafers (Coleoptera: Protaetia cuprea ) in which individuals varied more than threefold in body mass (0.38-1.29 g). Beetles taking off voluntarily were filmed using three high-speed cameras and the instantaneous deformation of their wings during the flapping cycle was analysed. Flapping frequency decreased in larger beetles but, otherwise, flapping kinematics remained similar in both small and large beetles. Deflection of the wing chord-wise varied along the span, with average deflections at the proximal trailing edge higher by 0.2 and 0.197 wing lengths compared to the distal trailing edge in the downstroke and the upstroke, respectively. These deflections scaled with wing chord to the power of 1.0, implying a constant twist and camber despite the variations in wing and body size. This suggests that the allometric growth in wing size includes adjustment of the flexural stiffness of the wing structure to preserve wing twist and camber during flapping.

A Mission-Adaptive Variable Camber Flap Control System to Optimize High Lift and Cruise Lift-to-Drag Ratios of Future N+3 Transport Aircraft

NASA Technical Reports Server (NTRS)

Urnes, James, Sr.; Nguyen, Nhan; Ippolito, Corey; Totah, Joseph; Trinh, Khanh; Ting, Eric

2013-01-01

Boeing and NASA are conducting a joint study program to design a wing flap system that will provide mission-adaptive lift and drag performance for future transport aircraft having light-weight, flexible wings. This Variable Camber Continuous Trailing Edge Flap (VCCTEF) system offers a lighter-weight lift control system having two performance objectives: (1) an efficient high lift capability for take-off and landing, and (2) reduction in cruise drag through control of the twist shape of the flexible wing. This control system during cruise will command varying flap settings along the span of the wing in order to establish an optimum wing twist for the current gross weight and cruise flight condition, and continue to change the wing twist as the aircraft changes gross weight and cruise conditions for each mission segment. Design weight of the flap control system is being minimized through use of light-weight shape memory alloy (SMA) actuation augmented with electric actuators. The VCCTEF program is developing better lift and drag performance of flexible wing transports with the further benefits of lighter-weight actuation and less drag using the variable camber shape of the flap.

Kinematic control of aerodynamic forces on an inclined flapping wing with asymmetric strokes.

PubMed

Park, Hyungmin; Choi, Haecheon

2012-03-01

In the present study, we conduct an experiment using a one-paired dynamically scaled model of an insect wing, to investigate how asymmetric strokes with different wing kinematic parameters are used to control the aerodynamics of a dragonfly-like inclined flapping wing in still fluid. The kinematic parameters considered are the angles of attack during the mid-downstroke (α(md)) and mid-upstroke (α(mu)), and the duration (Δτ) and time of initiation (τ(p)) of the pitching rotation. The present dragonfly-like inclined flapping wing has the aerodynamic mechanism of unsteady force generation similar to those of other insect wings in a horizontal stroke plane, but the detailed effect of the wing kinematics on the force control is different due to the asymmetric use of the angle of attack during the up- and downstrokes. For example, high α(md) and low α(mu) produces larger vertical force with less aerodynamic power, and low α(md) and high α(mu) is recommended for horizontal force (thrust) production. The pitching rotation also affects the aerodynamics of a flapping wing, but its dynamic rotational effect is much weaker than the effect from the kinematic change in the angle of attack caused by the pitching rotation. Thus, the influences of the duration and timing of pitching rotation for the present inclined flapping wing are found to be very different from those for a horizontal flapping wing. That is, for the inclined flapping motion, the advanced and delayed rotations produce smaller vertical forces than the symmetric one and the effect of pitching duration is very small. On the other hand, for a specific range of pitching rotation timing, delayed rotation requires less aerodynamic power than the symmetric rotation. As for the horizontal force, delayed rotation with low α(md) and high α(mu) is recommended for long-duration flight owing to its high efficiency, and advanced rotation should be employed for hovering flight for nearly zero horizontal force. The present study suggests that manipulating the angle of attack during a flapping cycle is the most effective way to control the aerodynamic forces and corresponding power expenditure for a dragonfly-like inclined flapping wing.

Development of Optimized Piezoelectric Bending Actuators for Use in an Insect Sized Flapping Wing Micro Air Vehicle

DTIC Science & Technology

2013-03-01

of microelectromechanical systems (MEMS) [37], and the epoxy in uncured pre-impregnated ( prepreg ) carbon fiber has also been used in bending [42] and...to assemble due to challenges in working with the carbon fiber. When the epoxy in the prepreg carbon fiber is used as a bonding agent, there is no

A Fundamental Study in Nonlinear Aeroelastic Phenomena in Flapping Wing Micro Air Vehicles

DTIC Science & Technology

2008-11-30

Investigator: Peretz P. Friedmann Fran9ois-Xavier Bagnoud Professor Phone 734-763-2354; FAX 734-763-0578; Email peretzf@umich.edu Co-Principal...itiffamng / a. g -0.02 -0.03 -0.04. V V " Wnhoul dynamic stiffening . Present study using MARC Singh. 8, PhD. Thesis Jmyang » 1(2005) 2 4 6

Flight testing of live Monarch butterflies to determine the aerodynamic benefit of butterfly scales

NASA Astrophysics Data System (ADS)

Lang, Amy; Cranford, Jacob; Conway, Jasmine; Slegers, Nathan; Dechello, Nicole; Wilroy, Jacob

2014-11-01

Evolutionary adaptations in the morphological structure of butterfly scales (0.1 mm in size) to develop a unique micro-patterning resulting in a surface drag alteration, stem from a probable aerodynamic benefit of minimizing the energy requirement to fly a very lightweight body with comparably large surface area in a low Re flow regime. Live Monarch butterflies were tested at UAHuntsville's Autonomous Tracking and Optical Measurement (ATOM) Laboratory, which uses 22 Vicon T40 cameras that allow for millimeter level tracking of reflective markers at 515 fps over a 4 m × 6 m × 7 m volume. Data recorded included the flight path as well as the wing flapping angle and wing-beat frequency. Insects were first tested with their scales intact, and then again with the scales carefully removed. Differences in flapping frequency and/or energy obtained during flight due to the removal of the scales will be discussed. Initial data analysis indicates that scale removal in some specimens leads to increased flapping frequencies for similar energetic flight or reduced flight speed for similar flapping frequencies. Both results point to the scales providing an aerodynamic benefit, which is hypothesized to be linked to leading-edge vortex formation and induced drag. Funding from the National Science Foundation (CBET and REU) is gratefully acknowledged.

Aerodynamic characteristics of a wing with Fowler flaps including flap loads, downwash, and calculated effect on take-off

NASA Technical Reports Server (NTRS)

Platt, Robert C

1936-01-01

This report presents the results of wind tunnel tests of a wing in combination with each of three sizes of Fowler flap. The purpose of the investigation was to determine the aerodynamic characteristics as affected by flap chord and position, the air loads on the flaps, and the effect of flaps on the downwash.

Exploratory Wind-Tunnel Investigation to Determine the Lift Effects of Blowing over Flaps from Nacelles Mounted Above the Wing

NASA Technical Reports Server (NTRS)

Riebe, John M; Davenport, Edwin E

1958-01-01

An exploratory wind-tunnel investigation has been made to determine the lift effects of blowing from nacelles over the upper surface of flaps on a model having a delta wing of aspect ratio 3. Several flap conditions were examined. High-pressure air was blown from an external-pipe arrangement supported above the wing to simulate jet-engine exhaust. The jet momentum- coefficient range was from 0 to 3.0 and the model angle of attack was 0 deg. The results of this limited investigation show that values of jet circulation lift coefficient larger than the Jet reaction were produced with blowing over flaps from nacelles mounted above the wing. 'I!heuse of double slotted flaps with the gap unsealed between the flaps and wing had a large detrimental effect on the lift capabilities. With these gaps sealed, larger lift coefficients were obtained when fantails were added to the nacelles. The longitudinal trim problems created by large diving moments were similar to those encountered with other jet-augmented-flap systems

Wind-tunnel tests on model wing with Fowler flap and specially developed leading-edge slot

NASA Technical Reports Server (NTRS)

Weick, Fred E; Platt, Robert C

1933-01-01

An investigation was made in the NACA 7 by 10 foot wind tunnel to find the increase in maximum lift coefficient which could be obtained by providing a model wing with both a Fowler trailing-edge extension flap and a Handley Page type leading-edge slot. A conventional Handley page slot proportioned to operate on the plain wing without a flap gave but a slight increase with the flap; so a special form of slot was developed to work more effectively with the flap. With the best combined arrangement the maximum lift coefficient based on the original area was increased from 3.17, for the Fowler wing, to 3.62. The minimum drag coefficient with both devices retracted was increased in approximately the same proportion. Tests were also made with the special-type slot on the plain wing without the flap. The special slot, used either with or without the Fowler flap, gave definitely higher values of the maximum lift coefficient than the slots of conventional form, with an increase of the same order in the minimum drag coefficient.

Investigation in the Langley 19-foot Pressure Tunnel of Two Wings of NACA 65-210 and 64-210 Airfoil Sections with Various Type Flaps

NASA Technical Reports Server (NTRS)

Sivells, James C; Spooner, Stanley H

1949-01-01

Report presents the results of an investigation conducted in the Langley 19-foot pressure tunnel to determine the maximum lift and stalling characteristics of two thin wings equipped with several types of flaps. Split, single slotted, and double slotted flaps were tested on one wing which had NACA 65-210 airfoil sections and split and double slotted flaps were tested on the other, which had NACA 64-210 airfoil sections. Both wings were zero sweep, an aspect ratio of 9, and a taper ratio of 0.4.

Analytical observations on the aerodynamics of a delta wing with leading edge flaps

NASA Technical Reports Server (NTRS)

Oh, S.; Tavella, D.

1986-01-01

The effect of a leading edge flap on the aerodynamics of a low aspect ratio delta wing is studied analytically. The separated flow field about the wing is represented by a simple vortex model composed of a conical straight vortex sheet and a concentrated vortex. The analysis is carried out in the cross flow plane by mapping the wing trace, by means of the Schwarz-Christoffel transformation into the real axis of the transformed plane. Particular attention is given to the influence of the angle of attack and flap deflection angle on lift and drag forces. Both lift and drag decrease with flap deflection, while the lift-to-drag ratioe increases. A simple coordinate transformation is used to obtain a closed form expression for the lift-to-drag ratio as a function of flap deflection. The main effect of leading edge flap deflection is a partial suppression of the separated flow on the leeside of the wing. Qualitative comparison with experiments is presented, showing agreement in the general trends.

Effects of wing leading-edge flap deflections on subsonic longitudinal aerodynamic characteristics of a wing-fuselage configuration with a 44 deg swept wing

NASA Technical Reports Server (NTRS)

Henderson, W. P.

1978-01-01

An investigation was conducted to determine the effects of wing leading-edge flap deflections on the subsonic longitudinal aerodynamic characteristics of a wing-fuselage configuration with a 44 deg swept wing. The tests were conducted at Mach numbers from 0.40 to 0.85, corresponding to Reynolds numbers (based on wing mean geometric chord) of 2.37 x 1,000,000 to 4.59 x 1,000,000 and at angles of attack from -3 deg to 22 deg. The configurations under study included a wing-fuselage configuration and a wing-fuselage-strake configuration. Each configuration had multisegmented, constant-chord leading-edge flaps which could be deflected independently or in various combinations.

Low-speed aerodynamic performance of an aspect-ratio-10 supercritical-wing transport model equipped with a full-span slat and part-span and full-span double-slotted flaps

NASA Technical Reports Server (NTRS)

Morgan, H. L., Jr.

1981-01-01

An investigation was conducted in the Langley 4 by 7 Meter Tunnel to determine the static longitudinal and lateral directional aerodynamic characteristics of an advanced aspect ratio 10 supercritical wing transport model equipped with a full span leading edge slat as well as part span and full span trailing edge flaps. This wide body transport model was also equipped with spoiler and aileron roll control surfaces, flow through nacelles, landing gear, and movable horizontal tails. Six basic wing configurations were tested: (1) cruise (slats and flaps nested), (2) climb (slats deflected and flaps nested), (3) part span flap, (4) full span flap, (5) full span flap with low speed ailerons, and (6) full span flap with high speed ailerons. Each of the four flapped wing configurations was tested with leading edge slat and trailing edge flaps deflected to settings representative of both take off and landing conditions. Tests were conducted at free stream conditions corresponding to Reynolds number of 0.97 to 1.63 x 10 to the 6th power and corresponding Mach numbers of 0.12 to 0.20, through an angle of attack range of 4 to 24, and a sideslip angle range of -10 deg to 5 deg. The part and full span wing configurations were also tested in ground proximity.

Biologically-Inspired Anisotropic Flexible Wing for Optimal Flapping Flight

DTIC Science & Technology

2013-07-01

AFRL-OSR-VA-TR-2013-0400 Biologically-Inspired, Anisotropic Flexible Wing for Optimal Flapping Flight Luis Bernal, Wei Shyy...Final Report Contract Number: FA9550-07-1-0547 Biologically-Inspired, Anisotropic Flexible Wing for Optimal Flapping Flight University of...minimize power consumption; 2. The interactions of unsteady aerodynamic loading with flexible structures; 3. Flexible , light-weight, multifunctional

Wake Characteristics of a Flapping Wing Optimized for both Aerial and Aquatic Flight

NASA Astrophysics Data System (ADS)

Izraelevitz, Jacob; Kotidis, Miranda; Triantafyllou, Michael

2017-11-01

Multiple aquatic bird species (including murres, puffins, and other auks) employ a single actuator to propel themselves in two different fluid media: both flying and swimming using primarily their flapping wings. This impressive design compromise could be adopted by engineered implementations of dual aerial/aquatic robotic platforms, as it offers an existence proof for favorable flow physics. We discuss one realization of a 3D flapping wing actuation system for use in both air and water. The wing oscillates by the root and employs an active in-line motion degree-of-freedom. An experiment-coupled optimization routine generates the wing trajectories, controlling the unsteady forces throughout each flapping cycle. We elucidate the wakes of these wing trajectories using dye visualization, correlating the wake vortex structures with simultaneous force measurements. After optimization, the wing generates the large force envelope necessary for propulsion in both fluid media, and furthermore, demonstrate improved control over the unsteady wake.

Pressure investigation of NASA leading edge vortex flaps on a 60 deg Delta wing

NASA Technical Reports Server (NTRS)

Marchman, J. F., III; Donatelli, D. A.; Terry, J. E.

1983-01-01

Pressure distributions on a 60 deg Delta Wing with NASA designed leading edge vortex flaps (LEVF) were found in order to provide more pressure data for LEVF and to help verify NASA computer codes used in designing these flaps. These flaps were intended to be optimized designs based on these computer codes. However, the pressure distributions show that the flaps wre not optimum for the size and deflection specified. A second drag-producing vortex forming over the wing indicated that the flap was too large for the specified deflection. Also, it became apparent that flap thickness has a possible effect on the reattachment location of the vortex. Research is continuing to determine proper flap size and deflection relationships that provide well-behaved flowfields and acceptable hinge-moment characteristics.

Transonic aerodynamic characteristics of a wing/body combination incorporating jet flaps

NASA Technical Reports Server (NTRS)

Holmberg, J. L.

1975-01-01

A 0.25-scale semispan wing/body model with two types of jet flaps was tested in the Ames 11- by 11-Foot Transonic Wind Tunnel. The objective of that testing was to measure the static aerodynamic forces and moments and wing pressure distributions on six configurations differentiated by wing camber, jet flap type, and jet flap angle. Maximum thrust coefficients were limited to 0.12. Angle of attack was varied from -4 deg to 15 deg for Mach numbers between 0.6 and 0.95 at a constant unit Reynolds number of 18.0 million/m (5.5 million/ft). More refined designs and considerably more testing will be required to establish the practicability of the total-exhausting jet flap concept.

Strain Gage Load Calibration of the Wing Interface Fittings for the Adaptive Compliant Trailing Edge Flap Flight Test

NASA Technical Reports Server (NTRS)

Miller, Eric J.; Holguin, Andrew C.; Cruz, Josue; Lokos, William A.

2014-01-01

This is the presentation to follow conference paper of the same name. The adaptive compliant trailing edge (ACTE) flap experiment safety of flight requires that the flap to wing interface loads be sensed and monitored in real time to ensure that the wing structural load limits are not exceeded. This paper discusses the strain gage load calibration testing and load equation derivation methodology for the ACTE interface fittings. Both the left and right wing flap interfaces will be monitored and each contains four uniquely designed and instrumented flap interface fittings. The interface hardware design and instrumentation layout are discussed. Twenty one applied test load cases were developed using the predicted in-flight loads for the ACTE experiment.

Reynolds number dependency of an insect-based flapping wing.

PubMed

Han, Jong-Seob; Chang, Jo-Won; Kim, Sun-Tae

2014-01-01

Aerodynamic characteristics depending on Reynolds number (Re) ranges were studied to investigate the suitable design parameters of an insect-based micro air vehicle (MAV). The tests centered on the wing rotation timing and Re ranges, and were conducted to understand the lift augmentations and unsteady effects. A dynamically scaled-up flapping wing controlled by a pair of servos was installed underwater with a micro force/torque sensor. A high-speed camera and a laser sheet were also put in front of the water tank for the time-resolved digital particle image velocimetry (DPIV). The lift augmentations clearly appeared at low Re and were well reflected on the insect's flight range. In the case of the high Re, however, the peak standing for the wing–wake interaction was delayed, and the pitching-up rotation was not able to lead to another lift enhancement, i.e., rotational lift. In such Re, the mean CL and the L/D of the advanced rotation were substantially decreased from those of the other rotations. The DPIV results at high Re well described turbulent characteristics such as the irregular, unstable, and high-intensity vortex structures with a short temporal delay. In the advanced rotation, the LEV in the rotational phase could not maintain the attachment. Thus, the rotational lift was not able to work. On the contrary, the temporal response delay benefitted the wing in the delayed rotation. Therefore, the wing in the delayed rotation had both a similar level of the mean CL and a higher marked L/D than those of the advanced rotation. Such results indicate that the high Re could interrupt lift augmentation mechanisms, and these augmentations would not be suitable for a heavier MAV. In conclusion, using adequate wing kinematics to acquire estimations of the weight and range of the Re is highly recommended at the aerodynamic design step.

Axial propulsion with flapping and rotating wings, a comparison of potential efficiency.

PubMed

Kroninger, Christopher M

2018-04-18

Interest in biological locomotion and what advantages the principles governing it might offer in the design of manmade vehicles prompts one to consider the power requirements of flapping relative to rotary propulsion. The amount of work performed on the fluid surrounding a thrusting surface (wing or blade) is reflected in the kinetic energy of the wake. Consideration of the energy in the wake is sufficient to define absolute minimum limitations on the power requirement to generate a particular thrust. This work applies wake solutions to compare the minimum inviscid propulsive power requirement of wings flapping and in rotation at wing loading conditions reflective of hover through a state of lightly-loaded cruise. It is demonstrated that hovering flapping flight is less efficient than rotary wing propulsion except for the most extreme flap amplitude strokes ([Formula: see text]   >  160°) if operating at large wake wavelength. In cruise, a larger range of flap amplitude kinematics ([Formula: see text]  >  140°) can be aerodynamically more energy efficient for wake wavelengths reflective of biological propulsion. These results imply, based on the observed wing kinematics of continuous steady flight, that flapping propulsion in animals is unlikely to be more efficient than rotary propulsion.

Piloted simulation study of two tilt-wing flap control concepts, phase 2

NASA Technical Reports Server (NTRS)

Birckelbaw, Lourdes G.; Corliss, Lloyd D.; Hindson, William S.; Churchill, Gary B.

1994-01-01

A two phase piloted simulation study has been conducted in the Ames Vertical Motion Simulator to investigate alternative wing and flap controls for tilt-wing aircraft. This report documents the flying qualities results and findings of the second phase of the piloted simulation study and describes the simulated tilt-wing aircraft, the flap control concepts, the experiment design and the evaluation tasks. The initial phase of the study compared the flying qualities of both a conventional programmed flap and an innovative geared flap. The second phase of the study introduced an alternate method of pilot control for the geared flap and further studied the flying qualities of the programmed flap and two geared flap configurations. In general, the pilot ratings showed little variation between the programmed flap and the geared flap control concepts. Some differences between the two control concepts were noticed and are discussed in this report. The geared flap configurations had very similar results. Although the geared flap concept has the potential to reduce or eliminate the pitch control power requirements from a tail rotor or a tail thruster at low speeds and in hover, the results did not show reduced tail thruster pitch control power usage with the geared flap configurations compared to the programmed flap configuration. The addition of pitch attitude stabilization in the second phase of simulation study greatly enhanced the aircraft flying qualities compared to the first phase.

Aerodynamic characteristics of a small-scale straight and swept-back wing with knee-blown jet flaps

NASA Technical Reports Server (NTRS)

Morehouse, G. G.; Eckert, W. T.; Boles, R. A.

1977-01-01

Two sting-mounted, 50.8 cm (20 in.) span, knee-blown, jet-flap models were tested in a large (2.1- by 2.5-m (7- by 10-ft) subsonic wind tunnel. A straight- and swept-wing model were tested with fixed flap deflection with various combinations of full-span leading-edge slats. The swept-wing model was also tested with wing tip extensions. Data were taken at angles-of-attack between 0 deg and 40 deg, at dynamic pressures between 143.6 N/sq m (3 lb/sq ft) and 239.4 N/sq m (5 lb/sq ft), and at Reynolds numbers (based on wing chord) ranging from 100,000 to 132,000. Jet flap momentum blowing coefficients up to 10 were used. Lift, drag, and pitching-moment coefficients, and exit flow profiles for the flap blowing are presented in graphical form without analysis.

Investigation of spoiler ailerons for use as speed brakes or glide-path controls on two NACA 65-series wings equipped with full-span slotted flaps

NASA Technical Reports Server (NTRS)

Fischel, Jack; Watson, James M

1951-01-01

A wind-tunnel investigation was made to determine the characteristics of spoiler ailerons used as speed brakes or glide-path controls on an NACA 65-210 wing and an NACA 65-215 wing equipped with full-span slotted flaps. Several plug aileron and retractable-aileron configurations were investigated on two wing models with the full-span flaps retracted and deflected. Tests were made at various Mach numbers between 0.13 and 0.71. The results of this investigation have indicated that the use of plug or retractable ailerons, either alone or in conjunction with wing flaps, as speed brakes or glide-path controls is feasible and very effective.

Noise Reduction Through Circulation Control

NASA Technical Reports Server (NTRS)

Munro, Scott E.; Ahuja, K. K.; Englar, Robert J.

2005-01-01

Circulation control technology uses tangential blowing around a rounded trailing edge or a leading edge to change the force and moment characteristics of an aerodynamic body. This technology has been applied to circular cylinders, wings, helicopter rotors, and even to automobiles for improved aerodynamic performance. Only limited research has been conducted on the acoustic of this technology. Since wing flaps contribute to the environmental noise of an aircraft, an alternate blown high lift system without complex mechanical flaps could prove beneficial in reducing the noise of an approaching aircraft. Thus, in this study, a direct comparison of the acoustic characteristics of high lift systems employing a circulation control wing configuration and a conventional wing flapped configuration has been made. These results indicate that acoustically, a circulation control wing high lift system could be considerably more acceptable than a wing with conventional mechanical flaps.

Aerodynamics of high frequency flapping wings

NASA Astrophysics Data System (ADS)

Hu, Zheng; Roll, Jesse; Cheng, Bo; Deng, Xinyan

2010-11-01

We investigated the aerodynamic performance of high frequency flapping wings using a 2.5 gram robotic insect mechanism developed in our lab. The mechanism flaps up to 65Hz with a pair of man-made wing mounted with 10cm wingtip-to-wingtip span. The mean aerodynamic lift force was measured by a lever platform, and the flow velocity and vorticity were measured using a stereo DPIV system in the frontal, parasagittal, and horizontal planes. Both near field (leading edge vortex) and far field flow (induced flow) were measured with instantaneous and phase-averaged results. Systematic experiments were performed on the man-made wings, cicada and hawk moth wings due to their similar size, frequency and Reynolds number. For insect wings, we used both dry and freshly-cut wings. The aerodynamic force increase with flapping frequency and the man-made wing generates more than 4 grams of lift at 35Hz with 3 volt input. Here we present the experimental results and the major differences in their aerodynamic performances.

Elastically Deformable Side-Edge Link for Trailing-Edge Flap Aeroacoustic Noise Reduction

NASA Technical Reports Server (NTRS)

Khorrami, Mehdi R. (Inventor); Lockard, David P. (Inventor); Moore, James B. (Inventor); Su, Ji (Inventor); Turner, Travis L. (Inventor); Lin, John C. (Inventor); Taminger, Karen M. (Inventor); Kahng, Seun K. (Inventor); Verden, Scott A. (Inventor)

2014-01-01

A system is provided for reducing aeroacoustic noise generated by an aircraft having wings equipped with trailing-edge flaps. The system includes a plurality of elastically deformable structures. Each structure is coupled to and along one of the side edges of one of the trailing-edge flaps, and is coupled to a portion of one of the wings that is adjacent to the one of the side edges. The structures elastically deform when the trailing-edge flaps are deployed away from the wings.

The plane problem of the flapping wing

NASA Technical Reports Server (NTRS)

Birnbaum, Walter

1954-01-01

In connection with an earlier report on the lifting vortex sheet which forms the basis of the following investigations this will show how the methods developed there are also suitable for dealing with the air forces for a wing with a circulation variable with time. The theory of a propulsive wing flapping up and down periodically in the manner of a bird's wing is developed. This study shows how the lift and its moment result as a function of the flapping motion, what thrust is attainable, and how high is the degree of efficiency of this flapping propulsion unit if the air friction is disregarded.

Application of a Navier-Stokes Solver to the Analysis of Multielement Airfoils and Wings Using Multizonal Grid Techniques

NASA Technical Reports Server (NTRS)

Jones, Kenneth M.; Biedron, Robert T.; Whitlock, Mark

1995-01-01

A computational study was performed to determine the predictive capability of a Reynolds averaged Navier-Stokes code (CFL3D) for two-dimensional and three-dimensional multielement high-lift systems. Three configurations were analyzed: a three-element airfoil, a wing with a full span flap and a wing with a partial span flap. In order to accurately model these complex geometries, two different multizonal structured grid techniques were employed. For the airfoil and full span wing configurations, a chimera or overset grid technique was used. The results of the airfoil analysis illustrated that although the absolute values of lift were somewhat in error, the code was able to predict reasonably well the variation with Reynolds number and flap position. The full span flap analysis demonstrated good agreement with experimental surface pressure data over the wing and flap. Multiblock patched grids were used to model the partial span flap wing. A modification to an existing patched- grid algorithm was required to analyze the configuration as modeled. Comparisons with experimental data were very good, indicating the applicability of the patched-grid technique to analyses of these complex geometries.

Superfast high-resolution absolute 3D recovery of a stabilized flapping flight process.

PubMed

Li, Beiwen; Zhang, Song

2017-10-30

Scientific research of a stabilized flapping flight process (e.g. hovering) has been of great interest to a variety of fields including biology, aerodynamics, and bio-inspired robotics. Different from the current passive photogrammetry based methods, the digital fringe projection (DFP) technique has the capability of performing dense superfast (e.g. kHz) 3D topological reconstructions with the projection of defocused binary patterns, yet it is still a challenge to measure a flapping flight process with the presence of rapid flapping wings. This paper presents a novel absolute 3D reconstruction method for a stabilized flapping flight process. Essentially, the slow motion parts (e.g. body) and the fast-motion parts (e.g. wings) are segmented and separately reconstructed with phase shifting techniques and the Fourier transform, respectively. The topological relations between the wings and the body are utilized to ensure absolute 3D reconstruction. Experiments demonstrate the success of our computational framework by testing a flapping wing robot at different flapping speeds.

Physics-based Morphology Analysis and Adjoint Optimization of Flexible Flapping Wings

DTIC Science & Technology

2016-08-30

understand the underlying physics of flexible wings in flying insects and birds towards the bio -inspired wing designs with superior aerodynamic...flapping flights have been developed to understand the underlying physics of flexible wings in flying insects and birds towards the bio -inspired wing...been developed to understand the underlying physics of flexible wings in flying insects and birds towards the bio -inspired wing designs with superior

A computer program to calculate the longitudinal aerodynamic characteristics of wing-flap configurations with externally blown flaps

NASA Technical Reports Server (NTRS)

Mendenhall, M. R.; Goodwin, F. K.; Spangler, S. B.

1976-01-01

A vortex lattice lifting-surface method is used to model the wing and multiple flaps. Each lifting surface may be of arbitrary planform having camber and twist, and the multiple-slotted trailing-edge flap system may consist of up to ten flaps with different spans and deflection angles. The engine wakes model consists of a series of closely spaced vortex rings with circular or elliptic cross sections. The rings are normal to a wake centerline which is free to move vertically and laterally to accommodate the local flow field beneath the wing and flaps. The two potential flow models are used in an iterative fashion to calculate the wing-flap loading distribution including the influence of the waves from up to two turbofan engines on the semispan. The method is limited to the condition where the flow and geometry of the configurations are symmetric about the vertical plane containing the wing root chord. The calculation procedure starts with arbitrarily positioned wake centerlines and the iterative calculation continues until the total configuration loading converges within a prescribed tolerance. Program results include total configuration forces and moments, individual lifting-surface load distributions, including pressure distributions, individual flap hinge moments, and flow field calculation at arbitrary field points.

A Simulation Environment for Aerodynamic Analysis and Design of Flapping Wing Micro Air Vehicles

DTIC Science & Technology

2010-01-01

parametric study involving numerous configurations with multiple flight conditions must be conducted in order to determine the potential "best design...virilis Honey Bee : Apis mellifica Bumble Bee : Bombus terrestris Hummingbird: Archi lochus colubris Hawkmoth: Manduca Sexta Hummingbird...Sf. WORK UNIT NUMBER 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) B.PERFORMING ORGANIZATION REPORT NUMBER Streamline Numerics , Inc. SNI-CR

Theory, Computation and Experiment on Criticality and Stability of Vortices Separating from Edges

DTIC Science & Technology

2016-08-15

aerospace engineering research. These include dynamic stall in wind turbines and helicopter rotors, and flapping-wing vehicle (micro-air vehicle) design...and Robinson, M., “Blade Three-Dimensional Dynamic Stall Response to Wind Turbine Operating Condition,” Journal of Solar Energy Engineering , Vol...Snapshots of TEV shedding in vortex ring representation. . . . . . . . . . . . . . . . 57 7.3 Schematic description of separated tip flow model

Analysis of high aspect ratio jet flap wings of arbitrary geometry.

NASA Technical Reports Server (NTRS)

Lissaman, P. B. S.

1973-01-01

Paper presents a design technique for rapidly computing lift, induced drag, and spanwise loading of unswept jet flap wings of arbitrary thickness, chord, twist, blowing, and jet angle, including discontinuities. Linear theory is used, extending Spence's method for elliptically loaded jet flap wings. Curves for uniformly blown rectangular wings are presented for direct performance estimation. Arbitrary planforms require a simple computer program. Method of reducing wing to equivalent stretched, twisted, unblown planform for hand calculation is also given. Results correlate with limited existing data, and show lifting line theory is reasonable down to aspect ratios of 5.

Low-Speed Wind-Tunnel Investigation to Determine the Aerodynamic Characteristics of a Rectangular Wing Equipped with a Full-Span and an Inboard Half-Span Jet-Augmented Flap Deflected 55 deg

NASA Technical Reports Server (NTRS)

Gainer, Thomas G.

1959-01-01

An investigation to determine the aerodynamic characteristics of a rectangular wing equipped with a full-span and an inboard half-span jet-augmented flap has been made in the Langley 300 MPH 7- by 10-foot tunnel. The wing had an aspect ratio of 8.3 and a thickness-chord ratio of 0.167. A jet of air was blown backward through a small gap, tangentially to the upper surface of a round trailing edge, and was separated from the trailing edge by a very small flap at an angle of 55 deg with respect to the wing-chord plane. The results of the investigation showed that the ratio of total lift to jet-reaction lift for the wing was about 35 percent less for the half-span jet-augmented flap than for the full-span jet-augmented flap. The reduction of the span of the jet-augmented flap from full to half span reduced the maximum value of jet-circulation lift coefficient that could be produced from about 6.8 to a value of about 2.2. The half-span jet- augmented flap gave thrust recoveries considerably poorer than those obtained with the full-span jet-augmented flap. Large nose-down pitching- moment coefficients were produced by the half-span flap, with the greater part of these being the result of the larger jet reactions required to produce a given lift for the half-spin flap compared with that required for the full-span flap.

Low-speed wind tunnel investigation of a semispan STOL jet transport wing body with an upper surface blown jet flap

NASA Technical Reports Server (NTRS)

Phelps, A. E., III; Letko, W.; Henderson, R. L.

1973-01-01

An investigation of the static longitudinal aerodynamic characteristics of a semispan STOL jet transport wing-body with an upper-surface blown jet flap for lift augmentation was conducted in a low-speed wind tunnel having a 12-ft octagonal test section. The semispan swept wing had an aspect ratio of 3.92 (7.84 for the full span) and had two simulated turbofan engines mounted ahead of and above the wing in a siamese pod equipped with an exhaust deflector. The purpose of the deflector was to spread the engine exhaust into a jet sheet attached to the upper surface of the wing so that it would turn downward over the flap and provide lift augmentation. The wing also had optional boundary-layer control provided by air blowing through a thin slot over a full-span plain trailing-edge flap.

Low-speed aerodynamic characteristics from wind-tunnel tests of a large-scale advanced arrow-wing supersonic-cruise transport concept

NASA Technical Reports Server (NTRS)

Smith, P. M.

1978-01-01

Tests have been conducted to extend the existing low speed aerodynamic data base of advanced supersonic-cruise arrow wing configurations. Principle configuration variables included wing leading-edge flap deflection, wing trailing-edge flap deflection, horizontal tail effectiveness, and fuselage forebody strakes. A limited investigation was also conducted to determine the low speed aerodynamic effects due to slotted training-edge flaps. Results of this investigation demonstrate that deflecting the wing leading-edge flaps downward to suppress the wing apex vortices provides improved static longitudinal stability; however, it also results in significantly reduced static directional stability. The use of a selected fuselage forebody strakes is found to be effective in increasing the level of positive static directional stability. Drooping the fuselage nose, which is required for low-speed pilot vision, significantly improves the later-directional trim characteristics.

Comparative analysis of the development of wing-flapping and flight in the fowl.

PubMed

Provine, R R; Strawbridge, C L; Harrison, B J

1984-01-01

The development of wing-flapping rate, lateral flight, wing area, and the ratio of wing area to body weight are described in the Japanese quail (Coturnix coturnix japonica) and three chickens (Gallus gallus) to determine common developmental phenomena and to assess the effects of domestication. The chickens were the White Leghorn (a commercial egg producer), the Cornish X Rock (a commercial meat producer), and the Red Jungle fowl (the probable ancestor of domestic chickens). All birds performed drop-evoked wing-flapping on the day of hatching, at least 1 week before lateral flight was possible. Flapping rate of chickens doubled between hatching (approximately 4-6 Hz) and 13 days (approximately 9-12 Hz), after which it leveled off. Japanese quail (JQ) maintained a high flapping rate (approximately 11-13 Hz) during the 21 days after hatching. The Jungle fowl (JF) and JQ flapped the fastest and the White Leghorn (WL) and Cornish X Rock (CR) chickens flapped the slowest. The JF, WL, and JQ developed lateral flight at 7-9 days. The CR first flew 1-2 weeks later but subsequently became flightless. The WL, JF, and JQ had similar ratios of wing area to body weight; the ratios increased to a peak at 11-15 days and later declined. The ratio of the very heavy, essentially flightless, CR was approximately one-half that of the flighted JQ, WL, and JF. The wing-flapping frequencies of the domestic WL and CR chickens approximated that of the JF, suggesting that domestication did not affect the motor pattern generator for flight. The artificial selection of the CR for high body weight drastically diminished its flight performance by producing an unfavorable ratio of wing area to body weight. The JF and the domestic WL both flew well and had similar ratios. Domestication affected flight performance but not the neural circuitry producing wing-flapping. The central nervous system is much more conservative in its response to selection than the peripheral effector structures that it drives.

The influence of aspect ratio and stroke pattern on force generation of a bat-inspired membrane wing.

PubMed

Schunk, Cosima; Swartz, Sharon M; Breuer, Kenneth S

2017-02-06

Aspect ratio (AR) is one parameter used to predict the flight performance of a bat species based on wing shape. Bats with high AR wings are thought to have superior lift-to-drag ratios and are therefore predicted to be able to fly faster or to sustain longer flights. By contrast, bats with lower AR wings are usually thought to exhibit higher manoeuvrability. However, the half-span ARs of most bat wings fall into a narrow range of about 2.5-4.5. Furthermore, these predictions do not take into account the wide variation in flapping motion observed in bats. To examine the influence of different stroke patterns, we measured lift and drag of highly compliant membrane wings with different bat-relevant ARs. A two degrees of freedom shoulder joint allowed for independent control of flapping amplitude and wing sweep. We tested five models with the same variations of stroke patterns, flapping frequencies and wind speed velocities. Our results suggest that within the relatively small AR range of bat wings, AR has no clear effect on force generation. Instead, the generation of lift by our simple model mostly depends on wingbeat frequency, flapping amplitude and freestream velocity; drag is mostly affected by the flapping amplitude.

The influence of aspect ratio and stroke pattern on force generation of a bat-inspired membrane wing

PubMed Central

Swartz, Sharon M.; Breuer, Kenneth S.

2017-01-01

Aspect ratio (AR) is one parameter used to predict the flight performance of a bat species based on wing shape. Bats with high AR wings are thought to have superior lift-to-drag ratios and are therefore predicted to be able to fly faster or to sustain longer flights. By contrast, bats with lower AR wings are usually thought to exhibit higher manoeuvrability. However, the half-span ARs of most bat wings fall into a narrow range of about 2.5–4.5. Furthermore, these predictions do not take into account the wide variation in flapping motion observed in bats. To examine the influence of different stroke patterns, we measured lift and drag of highly compliant membrane wings with different bat-relevant ARs. A two degrees of freedom shoulder joint allowed for independent control of flapping amplitude and wing sweep. We tested five models with the same variations of stroke patterns, flapping frequencies and wind speed velocities. Our results suggest that within the relatively small AR range of bat wings, AR has no clear effect on force generation. Instead, the generation of lift by our simple model mostly depends on wingbeat frequency, flapping amplitude and freestream velocity; drag is mostly affected by the flapping amplitude. PMID:28163875

A modified blade element theory for estimation of forces generated by a beetle-mimicking flapping wing system.

PubMed

Truong, Q T; Nguyen, Q V; Truong, V T; Park, H C; Byun, D Y; Goo, N S

2011-09-01

We present an unsteady blade element theory (BET) model to estimate the aerodynamic forces produced by a freely flying beetle and a beetle-mimicking flapping wing system. Added mass and rotational forces are included to accommodate the unsteady force. In addition to the aerodynamic forces needed to accurately estimate the time history of the forces, the inertial forces of the wings are also calculated. All of the force components are considered based on the full three-dimensional (3D) motion of the wing. The result obtained by the present BET model is validated with the data which were presented in a reference paper. The difference between the averages of the estimated forces (lift and drag) and the measured forces in the reference is about 5.7%. The BET model is also used to estimate the force produced by a freely flying beetle and a beetle-mimicking flapping wing system. The wing kinematics used in the BET calculation of a real beetle and the flapping wing system are captured using high-speed cameras. The results show that the average estimated vertical force of the beetle is reasonably close to the weight of the beetle, and the average estimated thrust of the beetle-mimicking flapping wing system is in good agreement with the measured value. Our results show that the unsteady lift and drag coefficients measured by Dickinson et al are still useful for relatively higher Reynolds number cases, and the proposed BET can be a good way to estimate the force produced by a flapping wing system.

Noise reduction tests of large-scale-model externally blown flap using trailing-edge blowing and partial flap slot covering. [jet aircraft noise reduction

NASA Technical Reports Server (NTRS)

Mckinzie, D. J., Jr.; Burns, R. J.; Wagner, J. M.

1976-01-01

Noise data were obtained with a large-scale cold-flow model of a two-flap, under-the-wing, externally blown flap proposed for use on future STOL aircraft. The noise suppression effectiveness of locating a slot conical nozzle at the trailing edge of the second flap and of applying partial covers to the slots between the wing and flaps was evaluated. Overall-sound-pressure-level reductions of 5 db occurred below the wing in the flyover plane. Existing models of several noise sources were applied to the test results. The resulting analytical relation compares favorably with the test data. The noise source mechanisms were analyzed and are discussed.

Wing configuration on Wind Tunnel Testing of an Unmanned Aircraft Vehicle

NASA Astrophysics Data System (ADS)

Daryanto, Yanto; Purwono, Joko; Subagyo

2018-04-01

Control surface of an Unmanned Aircraft Vehicle (UAV) consists of flap, aileron, spoiler, rudder, and elevator. Every control surface has its own special functionality. Some particular configurations in the flight mission often depend on the wing configuration. Configuration wing within flap deflection for takeoff setting deflection of flap 20° but during landing deflection of flap set on the value 40°. The aim of this research is to get the ultimate CLmax for take-off flap deflection setting. It is shown from Wind Tunnel Testing result that the 20° flap deflection gives optimum CLmax with moderate drag coefficient. The results of Wind Tunnel Testing representing by graphic plots show good performance as well as the stability of UAV.

Outperforming hummingbirds' load-lifting capability with a lightweight hummingbird-like flapping-wing mechanism.

PubMed

Leys, Frederik; Reynaerts, Dominiek; Vandepitte, Dirk

2016-08-15

The stroke-cam flapping mechanism presented in this paper closely mimics the wing motion of a hovering Rufous hummingbird. It is the only lightweight hummingbird-sized flapping mechanism which generates a harmonic wing stroke with both a high flapping frequency and a large stroke amplitude. Experiments on a lightweight prototype of this stroke-cam mechanism on a 50 mm-long wing demonstrate that a harmonic stroke motion is generated with a peak-to-peak stroke amplitude of 175° at a flapping frequency of 40 Hz. It generated a mass lifting capability of 5.1 g, which is largely sufficient to lift the prototype's mass of 3.39 g and larger than the mass-lifting capability of a Rufous hummingbird. The motor mass of a hummingbird-like robot which drives the stroke-cam mechanism is considerably larger (about five times) than the muscle mass of a hummingbird with comparable load-lifting capability. This paper presents a flapping wing nano aerial vehicle which is designed to possess the same lift- and thrust-generating principles of the Rufous hummingbird. The application is indoor flight. We give an overview of the wing kinematics and some specifications which should be met to develop an artificial wing, and also describe the applications of these in the mechanism which has been developed in this work. © 2016. Published by The Company of Biologists Ltd.

Outperforming hummingbirds’ load-lifting capability with a lightweight hummingbird-like flapping-wing mechanism

PubMed Central

Reynaerts, Dominiek; Vandepitte, Dirk

2016-01-01

ABSTRACT The stroke-cam flapping mechanism presented in this paper closely mimics the wing motion of a hovering Rufous hummingbird. It is the only lightweight hummingbird-sized flapping mechanism which generates a harmonic wing stroke with both a high flapping frequency and a large stroke amplitude. Experiments on a lightweight prototype of this stroke-cam mechanism on a 50 mm-long wing demonstrate that a harmonic stroke motion is generated with a peak-to-peak stroke amplitude of 175° at a flapping frequency of 40 Hz. It generated a mass lifting capability of 5.1 g, which is largely sufficient to lift the prototype's mass of 3.39 g and larger than the mass-lifting capability of a Rufous hummingbird. The motor mass of a hummingbird-like robot which drives the stroke-cam mechanism is considerably larger (about five times) than the muscle mass of a hummingbird with comparable load-lifting capability. This paper presents a flapping wing nano aerial vehicle which is designed to possess the same lift- and thrust-generating principles of the Rufous hummingbird. The application is indoor flight. We give an overview of the wing kinematics and some specifications which should be met to develop an artificial wing, and also describe the applications of these in the mechanism which has been developed in this work. PMID:27444790

The effect of wing flexibility on sound generation of flapping wings.

PubMed

Geng, Biao; Xue, Qian; Zheng, Xudong; Liu, Geng; Ren, Yan; Dong, Haibo

2017-12-13

In this study, the unsteady flow and acoustic characteristics of a three-dimensional (3D) flapping wing model of a Tibicen linnei cicada in forward-flight are numerically investigated. A single cicada wing is modelled as a membrane with a prescribed motion reconstructed from high-speed videos of a live insect. The numerical solution takes a hydrodynamic/acoustic splitting approach: the flow field is solved with an incompressible Navier-Stokes flow solver based on an immersed boundary method, and the acoustic field is solved with linearized perturbed compressible equations. The 3D simulation allows for the examination of both the directivity and frequency compositions of the flapping wing sound in a full space. Along with the flexible wing model, a rigid wing model that is extracted from real motion is also simulated to investigate the effects of wing flexibility. The simulation results show that the flapping sound is directional; the dominant frequency varies around the wing. The first and second frequency harmonics show different radiation patterns in the rigid and flexible wing cases, which are demonstrated to be highly associated with wing kinematics and loadings. Furthermore, the rotation and deformation in the flexible wing is found to help lower the sound strength in all directions.

Kinematics of flap-bounding flight in the zebra finch over a wide range of speeds

PubMed

Tobalske; Peacock; Dial

1999-07-01

It has been proposed elsewhere that flap-bounding, an intermittent flight style consisting of flapping phases interspersed with flexed-wing bounds, should offer no savings in average mechanical power relative to continuous flapping unless a bird flies 1.2 times faster than its maximum range speed (Vmr). Why do some species use intermittent bounds at speeds slower than 1.2Vmr? The 'fixed-gear hypothesis' suggests that flap-bounding is used to vary mean power output in small birds that are otherwise constrained by muscle physiology and wing anatomy to use a fixed muscle shortening velocity and pattern of wing motion at all flight speeds; the 'body-lift hypothesis' suggests that some weight support during bounds could make flap-bounding flight aerodynamically advantageous in comparison with continuous flapping over most forward flight speeds. To test these predictions, we studied high-speed film recordings (300 Hz) of wing and body motion in zebra finches (Taenopygia guttata, mean mass 13.2 g, N=4) taken as the birds flew in a variable-speed wind tunnel (0-14 m s-1). The zebra finches used flap-bounding flight at all speeds, so their flight style was unique compared with that of birds that facultatively shift from continuous flapping or flap-gliding at slow speeds to flap-bounding at fast speeds. There was a significant effect of flight speed on all measured aspects of wing motion except percentage of the wingbeat spent in downstroke. Changes in angular velocity of the wing indicated that contractile velocity in the pectoralis muscle changed with flight speed, which is not consistent with the fixed-gear hypothesis. Although variation in stroke-plane angle relative to the body, pronation angle of the wing and wing span at mid-upstroke showed that the zebra finch changed within-wingbeat geometries according to speed, a vortex-ring gait with a feathered upstroke appeared to be the only gait used during flapping. In contrast, two small species that use continuous flapping during slow flight (0-4 m s-1) either change wingbeat gait according to flight speed or exhibit more variation in stroke-plane and pronation angles relative to the body. Differences in kinematics among species appear to be related to wing design (aspect ratio, skeletal proportions) rather than to pectoralis muscle fiber composition, indicating that the fixed-gear hypothesis should perhaps be modified to exclude muscle physiology and to emphasize constraints due to wing anatomy. Body lift was produced during bounds at speeds from 4 to 14 m s-1. Maximum body lift was 0.0206 N (15.9 % of body weight) at 10 m s-1; body lift:drag ratio declined with increasing air speed. The aerodynamic function of bounds differed with increasing speed from an emphasis on lift production (4-10 m s-1) to an emphasis on drag reduction with a slight loss in lift (12 and 14 m s-1). From a mathematical model of aerodynamic costs, it appeared that flap-bounding offered the zebra finch an aerodynamic advantage relative to continuous flapping at moderate and fast flight speeds (6-14 m s-1), with body lift augmenting any savings offered solely by flap-bounding at speeds faster than 7.1 m s-1. The percentage of time spent flapping during an intermittent flight cycle decreased with increasing speed, so the mechanical cost of transport was likely to be lowest at faster flight speeds (10-14 m s-1).

Origin and diversification of wings: Insights from a neopteran insect.

PubMed

Medved, Victor; Marden, James H; Fescemyer, Howard W; Der, Joshua P; Liu, Jin; Mahfooz, Najmus; Popadić, Aleksandar

2015-12-29

Winged insects underwent an unparalleled evolutionary radiation, but mechanisms underlying the origin and diversification of wings in basal insects are sparsely known compared with more derived holometabolous insects. In the neopteran species Oncopeltus fasciatus, we manipulated wing specification genes and used RNA-seq to obtain both functional and genomic perspectives. Combined with previous studies, our results suggest the following key steps in wing origin and diversification. First, a set of dorsally derived outgrowths evolved along a number of body segments including the first thoracic segment (T1). Homeotic genes were subsequently co-opted to suppress growth of some dorsal flaps in the thorax and abdomen. In T1 this suppression was accomplished by Sex combs reduced, that when experimentally removed, results in an ectopic T1 flap similar to prothoracic winglets present in fossil hemipteroids and other early insects. Global gene-expression differences in ectopic T1 vs. T2/T3 wings suggest that the transition from flaps to wings required ventrally originating cells, homologous with those in ancestral arthropod gill flaps/epipods, to migrate dorsally and fuse with the dorsal flap tissue thereby bringing new functional gene networks; these presumably enabled the T2/T3 wing's increased size and functionality. Third, "fused" wings became both the wing blade and surrounding regions of the dorsal thorax cuticle, providing tissue for subsequent modifications including wing folding and the fit of folded wings. Finally, Ultrabithorax was co-opted to uncouple the morphology of T2 and T3 wings and to act as a general modifier of hindwings, which in turn governed the subsequent diversification of lineage-specific wing forms.

A computer program to calculate the longitudinal aerodynamic characteristics of upper-surface-blown wing-flap configurations

NASA Technical Reports Server (NTRS)

Mendenhall, M. R.

1978-01-01

A user's manual is presented for a computer program in which a vortex-lattice lifting-surface method is used to model the wing and multiple flaps. The engine wake model consists of a series of closely spaced vortex rings with rectangular cross sections. The jet wake is positioned such that the lower boundary of the jet is tangent to the wing and flap upper surfaces. The two potential flow models are used to calculate the wing-flap loading distribution including the influence of the wakes from up to two engines on the semispan. The method is limited to the condition where the flow and geometry of the configurations are symmetric about the vertical plane containing the wing root chord. The results include total configuration forces and moments, individual lifting-surface load distributions, pressure distributions, flap hinge moments, and flow field calculation at arbitrary field points. The use of the program, preparation of input, the output, program listing, and sample cases are described.

Effect of pre-slaughter shackling and wing flapping on plasma parameters, postmortem metabolism, AMPK, and meat quality of broilers.

PubMed

Huang, J C; Yang, J; Huang, M; Zhu, Z S; Sun, X B; Zhang, B H; Xu, X L; Meng, W G; Chen, K J; Xu, B C

2018-05-01

The objective of this study was to determine the effects of shackling and wing flapping on stress, postmortem metabolism, AMP-activated protein kinase (AMPK), and quality of broiler pectoralis major. Before slaughter, a total of 80 Arbor Acres broilers was randomly categorized into 2 replicate pens (40 broilers per pen) and each pen randomly divided into 2 groups (shackling, T; control, C). Corticosterone, creatine kinase, and lactate dehydrogenase were determined on blood plasma parameters. Pectoralis major were removed after evisceration and used for determination of energy metabolism, meat quality, and AMPK phosphorylation. In this study, shackling and wing flapping increased (P < 0.05) plasma corticosterone level, creatine kinase activity, and lactate dehydrogenase activity. Shackling and wing flapping increased (P < 0.05) AMPKα(Thr172) and acetyl-CoA carboxylase (ACC) phosphorylation, followed by rapid glycolysis and accumulation of lactic acid, and leading to a fast pH decline in the initial postmortem meat. Shackling and wing flapping have an adverse effect on final meat quality, which increased (P < 0.05) muscle lightness, drip loss, and cooking loss. The results indicate that antemortem shackling and wing flapping increased stress and AMPKα(Thr172) phosphorylation, which may accelerate glycolysis and lead to a low water-holding capacity of broiler meat.

An aeroelastic instability provides a possible basis for the transition from gliding to flapping flight.

PubMed

Curet, Oscar M; Swartz, Sharon M; Breuer, Kenneth S

2013-03-06

The morphology, kinematics and stiffness properties of lifting surfaces play a key role in the aerodynamic performance of vertebrate flight. These surfaces, as a result of their flexible nature, may move both actively, owing to muscle contraction, and passively, in reaction to fluid forces. However, the nature and implications of this fluid-structure interaction are not well understood. Here, we study passive flight (flight with no active wing actuation) and explore a physical mechanism that leads to the emergence of a natural flapping motion. We model a vertebrate wing with a compliant shoulder and the ability to camber with an idealized physical model consisting of a cantilevered flat plate with a hinged trailing flap. We find that at low wind speed the wing is stationary, but at a critical speed the wing spontaneously flaps. The lift coefficient is significantly enhanced once the wing starts to oscillate, although this increase in lift generation is accompanied by an increase in drag. Flow visualization suggests that a strong leading edge vortex attached to the wing during downstroke is the primary mechanism responsible for the enhanced lift. The flapping instability we observe suggests a possible scenario for an evolutionary transition from gliding to powered flapping flight in animals that possess compliant wings capable of passive camber. Although the flapping state is accompanied by a lower lift-to-drag ratio, the increased lifting capability it confers might have enabled increased body mass, improved foraging performance and/or flight at lower speeds, any of which might have been selectively advantageous.

An aeroelastic instability provides a possible basis for the transition from gliding to flapping flight

PubMed Central

Curet, Oscar M.; Swartz, Sharon M.; Breuer, Kenneth S.

2013-01-01

The morphology, kinematics and stiffness properties of lifting surfaces play a key role in the aerodynamic performance of vertebrate flight. These surfaces, as a result of their flexible nature, may move both actively, owing to muscle contraction, and passively, in reaction to fluid forces. However, the nature and implications of this fluid–structure interaction are not well understood. Here, we study passive flight (flight with no active wing actuation) and explore a physical mechanism that leads to the emergence of a natural flapping motion. We model a vertebrate wing with a compliant shoulder and the ability to camber with an idealized physical model consisting of a cantilevered flat plate with a hinged trailing flap. We find that at low wind speed the wing is stationary, but at a critical speed the wing spontaneously flaps. The lift coefficient is significantly enhanced once the wing starts to oscillate, although this increase in lift generation is accompanied by an increase in drag. Flow visualization suggests that a strong leading edge vortex attached to the wing during downstroke is the primary mechanism responsible for the enhanced lift. The flapping instability we observe suggests a possible scenario for an evolutionary transition from gliding to powered flapping flight in animals that possess compliant wings capable of passive camber. Although the flapping state is accompanied by a lower lift-to-drag ratio, the increased lifting capability it confers might have enabled increased body mass, improved foraging performance and/or flight at lower speeds, any of which might have been selectively advantageous. PMID:23303221

Flight control system development and flight test experience with the F-111 mission adaptive wing aircraft

NASA Technical Reports Server (NTRS)

Larson, R. R.

1986-01-01

The wing on the NASA F-111 transonic aircraft technology airplane was modified to provide flexible leading and trailing edge flaps. This wing is known as the mission adaptive wing (MAW) because aerodynamic efficiency can be maintained at all speeds. Unlike a conventional wing, the MAW has no spoilers, external flap hinges, or fairings to break the smooth contour. The leading edge flaps and three-segment trailing edge flaps are controlled by a redundant fly-by-wire control system that features a dual digital primary system architecture providing roll and symmetric commands to the MAW control surfaces. A segregated analog backup system is provided in the event of a primary system failure. This paper discusses the design, development, testing, qualification, and flight test experience of the MAW primary and backup flight control systems.

Navier-Stokes Computations of a Wing-Flap Model With Blowing Normal to the Flap Surface

NASA Technical Reports Server (NTRS)

Boyd, D. Douglas, Jr.

2005-01-01

A computational study of a generic wing with a half span flap shows the mean flow effects of several blown flap configurations. The effort compares and contrasts the thin-layer, Reynolds averaged, Navier-Stokes solutions of a baseline wing-flap configuration with configurations that have blowing normal to the flap surface through small slits near the flap side edge. Vorticity contours reveal a dual vortex structure at the flap side edge for all cases. The dual vortex merges into a single vortex at approximately the mid-flap chord location. Upper surface blowing reduces the strength of the merged vortex and moves the vortex away from the upper edge. Lower surface blowing thickens the lower shear layer and weakens the merged vortex, but not as much as upper surface blowing. Side surface blowing forces the lower surface vortex farther outboard of the flap edge by effectively increasing the aerodynamic span of the flap. It is seen that there is no global aerodynamic penalty or benefit from the particular blowing configurations examined.

Origin and diversification of wings: Insights from a neopteran insect

PubMed Central

Medved, Victor; Marden, James H.; Fescemyer, Howard W.; Der, Joshua P.; Liu, Jin; Mahfooz, Najmus; Popadić, Aleksandar

2015-01-01

Winged insects underwent an unparalleled evolutionary radiation, but mechanisms underlying the origin and diversification of wings in basal insects are sparsely known compared with more derived holometabolous insects. In the neopteran species Oncopeltus fasciatus, we manipulated wing specification genes and used RNA-seq to obtain both functional and genomic perspectives. Combined with previous studies, our results suggest the following key steps in wing origin and diversification. First, a set of dorsally derived outgrowths evolved along a number of body segments including the first thoracic segment (T1). Homeotic genes were subsequently co-opted to suppress growth of some dorsal flaps in the thorax and abdomen. In T1 this suppression was accomplished by Sex combs reduced, that when experimentally removed, results in an ectopic T1 flap similar to prothoracic winglets present in fossil hemipteroids and other early insects. Global gene-expression differences in ectopic T1 vs. T2/T3 wings suggest that the transition from flaps to wings required ventrally originating cells, homologous with those in ancestral arthropod gill flaps/epipods, to migrate dorsally and fuse with the dorsal flap tissue thereby bringing new functional gene networks; these presumably enabled the T2/T3 wing’s increased size and functionality. Third, “fused” wings became both the wing blade and surrounding regions of the dorsal thorax cuticle, providing tissue for subsequent modifications including wing folding and the fit of folded wings. Finally, Ultrabithorax was co-opted to uncouple the morphology of T2 and T3 wings and to act as a general modifier of hindwings, which in turn governed the subsequent diversification of lineage-specific wing forms. PMID:26668365

Effect of wing mass in free flight by a butterfly-like 3D flapping wing-body model

NASA Astrophysics Data System (ADS)

Suzuki, Kosuke; Okada, Iori; Yoshino, Masato

2016-11-01

The effect of wing mass in free flight of a flapping wing is investigated by numerical simulations based on an immersed boundary-lattice Boltzmann method. We consider a butterfly-like 3D flapping wing-model consisting of two square wings with uniform mass density connected by a rod-shaped body. We simulate free flights of the wing-body model with various mass ratios of the wing to the whole of the model. As a result, it is found that the lift and thrust forces decrease as the mass ratio increases, since the body with a large mass ratio experiences large vertical and horizontal oscillations in one period and consequently the wing tip speed relatively decreases. In addition, we find the critical mass ratio between upward flight and downward flight for various Reynolds numbers. This work was supported by JSPS KAKENHI Grant Number JP16K18012.

Damage Assessment of Structures an Air Force Office of Scientific Research Structural Mechanics Perspective

DTIC Science & Technology

2007-07-01

air turbulence and structural vibration , etc. Flexible load- bearing skins and reconfigurable support structures for smart and adaptive morphing...phenomena for flapping-wing micro air vehicles, the prevention and control of nonlinear and aeroelastic phenomena, energy harvesting from environmental...Embedded Ultrasonic NDE is a research project aimed at studying the Lamb wave interaction between piezoelectric wafer active sensors (PWAS) and the host

Noise measurements for various configurations of a model of a mixer nozzle externally blown flap system

NASA Technical Reports Server (NTRS)

Goodykoontz, J. H.; Wagner, J. M.; Sargent, N. B.

1973-01-01

Noise data were taken for variations to a large scale model of an externally blown flap lift augmentation system. The variations included two different mixer nozzles (7 and 8 lobes), two different wing models (2 and 3 flaps), and different lateral distances between the wing chord line and the nozzle centerline. When the seven lobe was used with the trailing flap in the 60 deg position, increasing the wing to nozzle distance had no effect on the sound level. When the eight lobe nozzle was used there was a decrease in sound level. With the 20 deg flap setting the noise level decreased when the distance was increased using either nozzle.

Kinematic compensation for wing loss in flying damselflies.

PubMed

Kassner, Ziv; Dafni, Eyal; Ribak, Gal

2016-02-01

Flying insects can tolerate substantial wing wear before their ability to fly is entirely compromised. In order to keep flying with damaged wings, the entire flight apparatus needs to adjust its action to compensate for the reduced aerodynamic force and to balance the asymmetries in area and shape of the damaged wings. While several studies have shown that damaged wings change their flapping kinematics in response to partial loss of wing area, it is unclear how, in insects with four separate wings, the remaining three wings compensate for the loss of a fourth wing. We used high-speed video of flying blue-tailed damselflies (Ischnura elegans) to identify the wingbeat kinematics of the two wing pairs and compared it to the flapping kinematics after one of the hindwings was artificially removed. The insects remained capable of flying and precise maneuvering using only three wings. To compensate for the reduction in lift, they increased flapping frequency by 18±15.4% on average. To achieve steady straight flight, the remaining intact hindwing reduced its flapping amplitude while the forewings changed their stroke plane angle so that the forewing of the manipulated side flapped at a shallower stroke plane angle. In addition, the angular position of the stroke reversal points became asymmetrical. When the wingbeat amplitude and frequency of the three wings were used as input in a simple aerodynamic model, the estimation of total aerodynamic force was not significantly different (paired t-test, p=0.73) from the force produced by the four wings during normal flight. Thus, the removal of one wing resulted in adjustments of the motions of the remaining three wings, exemplifying the precision and plasticity of coordination between the operational wings. Such coordination is vital for precise maneuvering during normal flight but it also provides the means to maintain flight when some of the wings are severely damaged. Copyright © 2015 Elsevier Ltd. All rights reserved.

Efficient flapping flight of pterosaurs

NASA Astrophysics Data System (ADS)

Strang, Karl Axel

In the late eighteenth century, humans discovered the first pterosaur fossil remains and have been fascinated by their existence ever since. Pterosaurs exploited their membrane wings in a sophisticated manner for flight control and propulsion, and were likely the most efficient and effective flyers ever to inhabit our planet. The flapping gait is a complex combination of motions that sustains and propels an animal in the air. Because pterosaurs were so large with wingspans up to eleven meters, if they could have sustained flapping flight, they would have had to achieve high propulsive efficiencies. Identifying the wing motions that contribute the most to propulsive efficiency is key to understanding pterosaur flight, and therefore to shedding light on flapping flight in general and the design of efficient ornithopters. This study is based on published results for a very well-preserved specimen of Coloborhynchus robustus, for which the joints are well-known and thoroughly described in the literature. Simplifying assumptions are made to estimate the characteristics that can not be inferred directly from the fossil remains. For a given animal, maximizing efficiency is equivalent to minimizing power at a given thrust and speed. We therefore aim at finding the flapping gait, that is the joint motions, that minimize the required flapping power. The power is computed from the aerodynamic forces created during a given wing motion. We develop an unsteady three-dimensional code based on the vortex-lattice method, which correlates well with published results for unsteady motions of rectangular wings. In the aerodynamic model, the rigid pterosaur wing is defined by the position of the bones. In the aeroelastic model, we add the flexibility of the bones and of the wing membrane. The nonlinear structural behavior of the membrane is reduced to a linear modal decomposition, assuming small deflections about the reference wing geometry. The reference wing geometry is computed for the membrane subject to glide loads and pretension from the wing joint positions. The flapping gait is optimized in a two-stage procedure. First the design space is explored using a binary genetic algorithm. The best design points are then used as starting points in a sequential quadratic programming optimization algorithm. This algorithm is used to refine the solutions by precisely satisfying the constraints. The refined solutions are found in generally less than twenty major iterations and constraints are violated generally by less than 0.1%. We find that the optimal motions are in agreement with previous results for simple wing motions. By adding joint motions, the required flapping power is reduced by 7% to 17%. Because of the large uncertainties for some estimates, we investigate the sensitivity of the optimized flapping gait. We find that the optimal motions are sensitive mainly to flight speed, body accelerations, and to the material properties of the wing membrane. The optimal flight speed found correlates well with other studies of pterosaur flapping flight, and is 31% to 37% faster than previous estimates based on glide performance. Accounting for the body accelerations yields an increase of 10% to 16% in required flapping power. When including the aeroelastic effects, the optimal flapping gait is only slightly modified to accommodate for the deflections of stiff membranes. For a flexible membrane, the motion is significantly modified and the power increased by up to 57%. Finally, the flapping gait and required power compare well with published results for similar wing motions. Some published estimates of required power assumed a propulsive efficiency of 100%, whereas the propulsive efficiency computed for Coloborhynchus robustus ranges between 54% and 87%.

Variable Camber Continuous Aerodynamic Control Surfaces and Methods for Active Wing Shaping Control

NASA Technical Reports Server (NTRS)

Nguyen, Nhan T. (Inventor)

2016-01-01

An aerodynamic control apparatus for an air vehicle improves various aerodynamic performance metrics by employing multiple spanwise flap segments that jointly form a continuous or a piecewise continuous trailing edge to minimize drag induced by lift or vortices. At least one of the multiple spanwise flap segments includes a variable camber flap subsystem having multiple chordwise flap segments that may be independently actuated. Some embodiments also employ a continuous leading edge slat system that includes multiple spanwise slat segments, each of which has one or more chordwise slat segment. A method and an apparatus for implementing active control of a wing shape are also described and include the determination of desired lift distribution to determine the improved aerodynamic deflection of the wings. Flap deflections are determined and control signals are generated to actively control the wing shape to approximate the desired deflection.

A CFD-informed quasi-steady model of flapping wing aerodynamics.

PubMed

Nakata, Toshiyuki; Liu, Hao; Bomphrey, Richard J

2015-11-01

Aerodynamic performance and agility during flapping flight are determined by the combination of wing shape and kinematics. The degree of morphological and kinematic optimisation is unknown and depends upon a large parameter space. Aimed at providing an accurate and computationally inexpensive modelling tool for flapping-wing aerodynamics, we propose a novel CFD (computational fluid dynamics)-informed quasi-steady model (CIQSM), which assumes that the aerodynamic forces on a flapping wing can be decomposed into the quasi-steady forces and parameterised based on CFD results. Using least-squares fitting, we determine a set of proportional coefficients for the quasi-steady model relating wing kinematics to instantaneous aerodynamic force and torque; we calculate power with the product of quasi-steady torques and angular velocity. With the quasi-steady model fully and independently parameterised on the basis of high-fidelity CFD modelling, it is capable of predicting flapping-wing aerodynamic forces and power more accurately than the conventional blade element model (BEM) does. The improvement can be attributed to, for instance, taking into account the effects of the induced downwash and the wing tip vortex on the force generation and power consumption. Our model is validated by comparing the aerodynamics of a CFD model and the present quasi-steady model using the example case of a hovering hawkmoth. It demonstrates that the CIQSM outperforms the conventional BEM while remaining computationally cheap, and hence can be an effective tool for revealing the mechanisms of optimization and control of kinematics and morphology in flapping-wing flight for both bio-flyers and unmanned air systems.

A CFD-informed quasi-steady model of flapping wing aerodynamics

PubMed Central

Nakata, Toshiyuki; Liu, Hao; Bomphrey, Richard J.

2016-01-01

Aerodynamic performance and agility during flapping flight are determined by the combination of wing shape and kinematics. The degree of morphological and kinematic optimisation is unknown and depends upon a large parameter space. Aimed at providing an accurate and computationally inexpensive modelling tool for flapping-wing aerodynamics, we propose a novel CFD (computational fluid dynamics)-informed quasi-steady model (CIQSM), which assumes that the aerodynamic forces on a flapping wing can be decomposed into the quasi-steady forces and parameterised based on CFD results. Using least-squares fitting, we determine a set of proportional coefficients for the quasi-steady model relating wing kinematics to instantaneous aerodynamic force and torque; we calculate power with the product of quasi-steady torques and angular velocity. With the quasi-steady model fully and independently parameterised on the basis of high-fidelity CFD modelling, it is capable of predicting flapping-wing aerodynamic forces and power more accurately than the conventional blade element model (BEM) does. The improvement can be attributed to, for instance, taking into account the effects of the induced downwash and the wing tip vortex on the force generation and power consumption. Our model is validated by comparing the aerodynamics of a CFD model and the present quasi-steady model using the example case of a hovering hawkmoth. It demonstrates that the CIQSM outperforms the conventional BEM while remaining computationally cheap, and hence can be an effective tool for revealing the mechanisms of optimization and control of kinematics and morphology in flapping-wing flight for both bio-flyers and unmanned air systems. PMID:27346891

Cellular Structures in the Flow Over the Flap of a Two-Element Wing

NASA Technical Reports Server (NTRS)

Yon, Steven A.; Katz, Joseph

1997-01-01

Flow visualization information and time dependent pressure coefficients were recorded for the flow over a two-element wing. The investigation focused on the stall onset; particularly at a condition where the flow is attached on the main element but separated on the flap. At this condition, spanwise separation cells were visible in the flow over the flap, and time dependent pressure data was measured along the centerline of the separation cell. The flow visualizations indicated that the spanwise occurrence of the separation cells depends on the flap (and not wing) aspect ratio.

Large-Scale Wind-Tunnel Tests of an Airplane Model with an Unswept, Tilt Wing of Aspect Ratio 5.5, and with Four Propellers and Blowing Flaps

NASA Technical Reports Server (NTRS)

Weiberg, James A.; Holzhauser, Curt A.

1961-01-01

Tests were made of a large-scale tilt-wing deflected-slipstream VTOL airplane with blowing-type BLC trailing-edge flaps. The model was tested with flap deflections of 0 deg. without BLC, 50 deg. with and without BLC, and 80 deg. with BLC for wing-tilt angles of 0, 30, and 50 deg. Included are results of tests of the model equipped with a leading-edge flap and the results of tests of the model in the presence of a ground plane.

Dynamic response of a piezoelectric flapping wing

NASA Astrophysics Data System (ADS)

Kumar, Alok; Khandwekar, Gaurang; Venkatesh, S.; Mahapatra, D. R.; Dutta, S.

2015-03-01

Piezo-composite membranes have advantages over motorized flapping where frequencies are high and certain coupling between bending and twisting is useful to generate lift and forward flight. We draw examples of fruit fly and bumble bee. Wings with Piezo ceramic PZT coating are realized. The passive mechanical response of the wing is characterized experimentally and validated using finite element simulation. Piezoelectric actuation with uniform electrode coating is characterized and optimal frequencies for flapping are identified. The experimental data are used in an empirical model and advanced ratio for a flapping insect like condition for various angular orientations is estimated.

Artificial insect wings with biomimetic wing morphology and mechanical properties.

PubMed

Liu, Zhiwei; Yan, Xiaojun; Qi, Mingjing; Zhu, Yangsheng; Huang, Dawei; Zhang, Xiaoyong; Lin, Liwei

2017-09-26

The pursuit of a high lift force for insect-scale flapping-wing micro aerial vehicles (FMAVs) requires that their artificial wings possess biomimetic wing features which are close to those of their natural counterpart. In this work, we present both fabrication and testing methods for artificial insect wings with biomimetic wing morphology and mechanical properties. The artificial cicada (Hyalessa maculaticollis) wing is fabricated through a high precision laser cutting technique and a bonding process of multilayer materials. Through controlling the shape of the wing venation, the fabrication method can achieve three-dimensional wing architecture, including cambers or corrugations. Besides the artificial cicada wing, the proposed fabrication method also shows a promising versatility for diverse wing types. Considering the artificial cicada wing's characteristics of small size and light weight, special mechanical testing systems are designed to investigate its mechanical properties. Flexural stiffness, maximum deformation rate and natural frequency are measured and compared with those of its natural counterpart. Test results reveal that the mechanical properties of the artificial cicada wing depend strongly on its vein thickness, which can be used to optimize an artificial cicada wing's mechanical properties in the future. As such, this work provides a new form of artificial insect wings which can be used in the field of insect-scale FMAVs.

Flap survey test of a combined surface blowing model: Flow measurements at static flow conditions

NASA Technical Reports Server (NTRS)

Fukushima, T.

1978-01-01

The Combined Surface Blowing (CSB) V/STOL lift/propulsion system consists of a blown flap system which deflects the exhaust from a turbojet engine over a system of flaps deployed at the trailing edge of the wing. Flow measurements consisting of velocity measurements using split film probes and total measure surveys using a miniature Kiel probe were made at control stations along the flap systems at two spanwise stations, the centerline of the nozzle and 60 percent of the nozzle span outboard of the centerline. Surface pressure measurements were made in the wing cove and the upper surface of the first flap element. The test showed a significant flow separation in the wing cove. The extent of the separation is so large that the flow into the first flap takes place only at the leading edge of the flap. The velocity profile measurements indicate that large spanwise (3 dimensional) flow may exist.

Hovering efficiency comparison of rotary and flapping flight for rigid rectangular wings via dimensionless multi-objective optimization.

PubMed

Bayiz, Yagiz; Ghanaatpishe, Mohammad; Fathy, Hosam; Cheng, Bo

2018-05-08

In this work, a multi-objective optimization framework is developed for optimizing low Reynolds number ([Formula: see text]) hovering flight. This framework is then applied to compare the efficiency of rigid revolving and flapping wings with rectangular shape under varying [Formula: see text] and Rossby number ([Formula: see text], or aspect ratio). The proposed framework is capable of generating sets of optimal solutions and Pareto fronts for maximizing the lift coefficient and minimizing the power coefficient in dimensionless space, explicitly revealing the trade-off between lift generation and power consumption. The results indicate that revolving wings are more efficient when the required average lift coefficient [Formula: see text] is low (<1 for [Formula: see text] and  <1.6 for [Formula: see text]), while flapping wings are more efficient in achieving higher [Formula: see text]. With the dimensionless power loading as the single-objective performance measure to be maximized, rotary flight is more efficient than flapping wings for [Formula: see text] regardless of the amount of energy storage assumed in the flapping wing actuation mechanism, while flapping flight is more efficient for [Formula: see text]. It is observed that wings with low [Formula: see text] perform better when higher [Formula: see text] is needed, whereas higher [Formula: see text] cases are more efficient at [Formula: see text] regions. However, for the selected geometry and [Formula: see text], the efficiency is weakly dependent on [Formula: see text] when the dimensionless power loading is maximized.

Passive maintenance of high angle of attack and its lift generation during flapping translation in crane fly wing.

PubMed

Ishihara, D; Yamashita, Y; Horie, T; Yoshida, S; Niho, T

2009-12-01

We have studied the passive maintenance of high angle of attack and its lift generation during the crane fly's flapping translation using a dynamically scaled model. Since the wing and the surrounding fluid interact with each other, the dynamic similarity between the model flight and actual insect flight was measured using not only the non-dimensional numbers for the fluid (the Reynolds and Strouhal numbers) but also those for the fluid-structure interaction (the mass and Cauchy numbers). A difference was observed between the mass number of the model and that of the actual insect because of the limitation of available solid materials. However, the dynamic similarity during the flapping translation was not much affected by the mass number since the inertial force during the flapping translation is not dominant because of the small acceleration. In our model flight, a high angle of attack of the wing was maintained passively during the flapping translation and the wing generated sufficient lift force to support the insect weight. The mechanism of the maintenance is the equilibrium between the elastic reaction force resulting from the wing torsion and the fluid dynamic pressure. Our model wing rotated quickly at the stroke reversal in spite of the reduced inertial effect of the wing mass compared with that of the actual insect. This result could be explained by the added mass from the surrounding fluid. Our results suggest that the pitching motion can be passive in the crane fly's flapping flight.

Passive mechanism of pitch recoil in flapping insect wings.

PubMed

Ishihara, D; Horie, T

2016-12-20

The high torsional flexibility of insect wings allows for elastic recoil after the rotation of the wing during stroke reversal. However, the underlying mechanism of this recoil remains unclear because of the dynamic process of transitioning from the wing rotation during stroke reversal to the maintenance of a high angle of attack during the middle of each half-stroke, when the inertial, elastic, and aerodynamic effects all have a significant impact. Therefore, the interaction between the flapping wing and the surrounding air was directly simulated by simultaneously solving the incompressible Navier-Stokes equations, the equation of motion for an elastic body, and the fluid-structure interface conditions using the three-dimensional finite element method. This direct numerical simulation controlling the aerodynamic effect revealed that the recoil is the residual of the free pitch vibration induced by the flapping acceleration during stroke reversal in the transient response very close to critical damping due to the dynamic pressure resistance of the surrounding air. This understanding will enable the control of the leading-edge vortex and lift generation, the reduction of the work performed by flapping wings, and the interpretation of the underlying necessity for the kinematic characteristics of the flapping motion.

Evaluation of the Hinge Moment and Normal Force Aerodynamic Loads from a Seamless Adaptive Compliant Trailing Edge Flap in Flight

NASA Technical Reports Server (NTRS)

Miller, Eric J.; Cruz, Josue; Lung, Shun-Fat; Kota, Sridhar; Ervin, Gregory; Lu, Kerr-Jia; Flick, Pete

2016-01-01

A seamless adaptive compliant trailing edge (ACTE) flap was demonstrated in flight on a Gulfstream III aircraft at the NASA Armstrong Flight Research Center. The trailing edge flap was deflected between minus 2 deg up and plus 30 deg down in flight. The safety-of-flight parameters for the ACTE flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. The attachment fittings connecting the flap to the aircraft wing rear spar were instrumented with strain gages and calibrated using known loads for measuring hinge moment and normal force loads in flight. The safety-of-flight parameters for the ACTE flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. The attachment fittings connecting the flap to the aircraft wing rear spar were instrumented with strain gages and calibrated using known loads for measuring hinge moment and normal force loads in flight. The interface hardware instrumentation layout and load calibration are discussed. Twenty-one applied calibration test load cases were developed for each individual fitting. The 2-sigma residual errors for the hinge moment was calculated to be 2.4 percent, and for normal force was calculated to be 7.3 percent. The hinge moment and normal force generated by the ACTE flap with a hinge point located at 26-percent wing chord were measured during steady state and symmetric pitch maneuvers. The loads predicted from analysis were compared to the loads observed in flight. The hinge moment loads showed good agreement with the flight loads while the normal force loads calculated from analysis were over-predicted by approximately 20 percent. Normal force and hinge moment loads calculated from the pressure sensors located on the ACTE showed good agreement with the loads calculated from the installed strain gages.

Numerical analyses of evolution of unsteady flow structures in the wake of flapping starling wing model

NASA Astrophysics Data System (ADS)

Krishnan, Krishnamoorthy; Naqavi, Iftekhar Z.; Gurka, Roi

2017-11-01

Understanding the physics of flapping wings at moderate Reynolds number flows takes on greater importance in the context of avian aerodynamics as well as in the design of miniature-aerial-vehicles. Analyzing the characteristics of wake vortices generated downstream of flapping wings can help to explain the unsteady contribution to the aerodynamics loads. In this study, numerical simulations of flow over a bio-inspired pseudo-2D flapping wing model was conducted to characterize the evolution of unsteady flow structures in the downstream wake of flapping wing. The wing model was based on a European starling's wing and wingbeat kinematics were incorporated to simulate a free-forward flight. The starling's wingbeat kinematics were extracted from experiments conducted in a wind tunnel where freely flying starling was measured using high-speed PIV as well as high-speed imaging yielding a series of kinematic images sampled at 500 Hz. The average chord of the wing section was 6 cm and simulations were carried out at a Reynolds number of 54,000, reduced frequency of 0.17, and Strouhal number of 0.16. Large eddy simulation was performed using a second order, finite difference code ParLES. Characteristics of wake vortex structures during the different phases of the wing strokes were examined. The role of wingbeat kinematics in the configuration of downstream vortex patterns is discussed. Evaluated wake topology and lift-drag characteristics are compared with the starling's wind tunnel results.

Butterflies' wings deformations using high speed digital holographic interferometry

NASA Astrophysics Data System (ADS)

Mendoza Santoyo, Fernando; Aguayo, Daniel D.; de La Torre-Ibarra, Manuel H.; Salas-Araiza, Manuel D.

2011-08-01

A variety of efforts in different scientific disciplines have tried to mimic the insect's in-flight complex system. The gained knowledge has been applied to improve the performance of different flying artifacts. In this research report it is presented a displacement measurement on butterflies' wings using the optical noninvasive Digital Holographic Interferometry technique with out of plane sensitivity, using a high power cw laser and a high speed CMOS camera to record the unrepeatable displacement movements on these organic tissues. A series of digital holographic interferograms were recorded and the experimental results for several butterflies during flapping events. The relative unwrapped phase maps micro-displacements over the whole wing surface are shown in a wire-mesh representation. The difference between flying modes is remarkably depicted among them.

Initial piloted simulation study of geared flap control for tilt-wing V/STOL aircraft

NASA Technical Reports Server (NTRS)

Guerrero, Lourdes M.; Corliss, Lloyd D.

1991-01-01

A simulation study of a representative tilt wing transport aircraft was conducted in 1990 on the Ames Vertical Motion Simulator. This simulation is in response to renewed interest in the tilt wing concept for use in future military and civil applications. For past tilt wing concepts, pitch control in hover and low-speed flight has required a tail rotor or reaction jets at the tail. Use of mono cyclic propellers or a geared flap have also been proposed as alternate methods for providing pitch control at low speed. The geared flap is a subject of this current study. This report describes the geared flap concept, the tilt wing aircraft, the simulation model, the simulation facility and experiment setup, the pilots' evaluation tasks and procedures, and the results obtained from the simulation experiment. The pilot evaluations and comments are also documented in the report appendix.

An Adjoint-Based Approach to Study a Flexible Flapping Wing in Pitching-Rolling Motion

NASA Astrophysics Data System (ADS)

Jia, Kun; Wei, Mingjun; Xu, Min; Li, Chengyu; Dong, Haibo

2017-11-01

Flapping-wing aerodynamics, with advantages in agility, efficiency, and hovering capability, has been the choice of many flyers in nature. However, the study of bio-inspired flapping-wing propulsion is often hindered by the problem's large control space with different wing kinematics and deformation. The adjoint-based approach reduces largely the computational cost to a feasible level by solving an inverse problem. Facing the complication from moving boundaries, non-cylindrical calculus provides an easy extension of traditional adjoint-based approach to handle the optimization involving moving boundaries. The improved adjoint method with non-cylindrical calculus for boundary treatment is first applied on a rigid pitching-rolling plate, then extended to a flexible one with active deformation to further increase its propulsion efficiency. The comparison of flow dynamics with the initial and optimal kinematics and deformation provides a unique opportunity to understand the flapping-wing mechanism. Supported by AFOSR and ARL.

14 CFR 25.701 - Flap and slat interconnection.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... equivalent means. (b) If a wing flap or slat interconnection or equivalent means is used, it must be designed... be designed for the loads imposed when the wing flaps or slats on one side are carrying the most...

14 CFR 25.701 - Flap and slat interconnection.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... equivalent means. (b) If a wing flap or slat interconnection or equivalent means is used, it must be designed... be designed for the loads imposed when the wing flaps or slats on one side are carrying the most...

14 CFR 25.701 - Flap and slat interconnection.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... equivalent means. (b) If a wing flap or slat interconnection or equivalent means is used, it must be designed... be designed for the loads imposed when the wing flaps or slats on one side are carrying the most...

New insights into insect's silent flight. Part II: sound source and noise control

NASA Astrophysics Data System (ADS)

Xue, Qian; Geng, Biao; Zheng, Xudong; Liu, Geng; Dong, Haibo

2016-11-01

The flapping flight of aerial animals has excellent aerodynamic performance but meanwhile generates low noise. In this study, the unsteady flow and acoustic characteristics of the flapping wing are numerically investigated for three-dimensional (3D) models of Tibicen linnei cicada at free forward flight conditions. Single cicada wing is modelled as a membrane with prescribed motion reconstructed by Wan et al. (2015). The flow field and acoustic field around the flapping wing are solved with immersed-boundary-method based incompressible flow solver and linearized-perturbed-compressible-equations based acoustic solver. The 3D simulation allows examination of both directivity and frequency composition of the produced sound in a full space. The mechanism of sound generation of flapping wing is analyzed through correlations between acoustic signals and flow features. Along with a flexible wing model, a rigid wing model is also simulated. The results from these two cases will be compared to investigate the effects of wing flexibility on sound generation. This study is supported by NSF CBET-1313217 and AFOSR FA9550-12-1-0071.

Novel method for measuring a dense 3D strain map of robotic flapping wings

NASA Astrophysics Data System (ADS)

Li, Beiwen; Zhang, Song

2018-04-01

Measuring dense 3D strain maps of the inextensible membranous flapping wings of robots is of vital importance to the field of bio-inspired engineering. Conventional high-speed 3D videography methods typically reconstruct the wing geometries through measuring sparse points with fiducial markers, and thus cannot obtain the full-field mechanics of the wings in detail. In this research, we propose a novel system to measure a dense strain map of inextensible membranous flapping wings by developing a superfast 3D imaging system and a computational framework for strain analysis. Specifically, first we developed a 5000 Hz 3D imaging system based on the digital fringe projection technique using the defocused binary patterns to precisely measure the dynamic 3D geometries of rapidly flapping wings. Then, we developed a geometry-based algorithm to perform point tracking on the precisely measured 3D surface data. Finally, we developed a dense strain computational method using the Kirchhoff-Love shell theory. Experiments demonstrate that our method can effectively perform point tracking and measure a highly dense strain map of the wings without many fiducial markers.

Effect of Aspect Ratio on the Low-Speed Lateral Control Characteristics of Untapered Low-Aspect-Ratio Wings Equipped with Flap and with Retractable Ailerons

NASA Technical Reports Server (NTRS)

Fischel, Jack; Naeseth, Rodger L; Hagerman, John R; O'Hare, William M

1952-01-01

A low-speed wind-tunnel investigation was made to determine the lateral control characteristics of a series of untapered low-aspect-ratio wings. Sealed flap ailerons of various spans and spanwise locations were investigated on unswept wings of aspect ratios 1.13, 1.13, 4.13, and 6.13; and various projections of 0.60-semispan retractable ailerons were investigated on the unsweptback wings of aspect ratios 1.13, 2.13, and 4.13 and on a 45 degree sweptback wing. The retractable ailerons investigated on the unswept wings spanned the outboard stations of each wing; whereas the plain and stepped retractable ailerons investigated on the sweptback wing were located at various spanwise stations. Design charts based on experimental results are presented for estimating the flap aileron effectiveness for low-aspect-ratio, untapered, unswept.

Preliminary noise tests of the engine-over-the-wing concept. i: 30 deg - 60 deg flap position

NASA Technical Reports Server (NTRS)

Reshotko, M.; Olsen, W. A.; Dorsch, R. G.

1972-01-01

The results of preliminary acoustic tests of the engine over the wing concept are summarized. The tests were conducted with a small wing section model (32 cm chord) having two flaps set at the landing position, which is 30 and 60 deg respectively. The engine exhaust was simulated by an air jet from a convergent nozzle having a nominal diameter of 5.1 centimeters. Factors investigated for their effect on noise include nozzle location, wing shielding, flap leakage, nozzle shape, exhaust deflectors, and internally generated exhaust noise.

Characteristics of the flow around tandem flapping wings

NASA Astrophysics Data System (ADS)

Muscutt, Luke; Ganapathisubramani, Bharathram; Weymouth, Gabriel; The University of Southampton Team

2014-11-01

Vortex recapture is a fundamental fluid mechanics phenomenon which is important to many fields. Any large scale vorticity contained within a freestream flow may affect the aerodynamic properties of a downstream body. In the case of tandem flapping wings, the front wing generates strong large scale vorticity which impinges on the hind wing. The characteristics of this interaction are greatly affected by the spacing, and the phase of flapping between the front and rear wings. The interaction of the vorticity of the rear wing with the shed vorticity of the front wing may be constructive or destructive, increasing thrust or efficiency of the hind wing when compared to a wing operating in isolation. Knowledge of the parameter space where the maximum increases in these are obtained is important for the development of tandem wing unmanned air and underwater vehicles, commercial aerospace and renewable energy applications. This question is addressed with a combined computational and experimental approach, and a discussion of these is presented.

Wind-tunnel Investigation of High-lift and Stall-control Devices on a 37 Degree Sweptback Wing of Aspect Ratio 6 at High Reynolds Numbers

NASA Technical Reports Server (NTRS)

Koven, William; Graham, Robert R

1948-01-01

Results are presented of an investigation in the Langley 19-foot pressure tunnel of the longitudinal characteristics of a semispan model wing having 37 degrees sweepback of the leading edge, an aspect ratio of 6, and NACA 641-212 airfoil section perpendicular to the 27-percent-chord line. Several types of stall-control devices including extensible round-nose leading-edge flaps, a leading-edge slat, and a drooped leading edge were investigated; partial- and full-span trailing-edge split and double slotted flaps were also tested. In addition, various combinations of the aforementioned leading- and trailing-edge flaps were investigated. The tests covered a range of Reynolds numbers between 2.00 x 10(6) and 9.35 x 10(6). The wing with or without trailing-edge splity of double slotted flap was longitudinally unstable near maximum lift due to tip stalling. The addition of an outboard half-span leading-edge flap or a leading-edge slat to the plain wing or wing with inboard half-span split flaps eliminated tip stalling and resulted in stable moment variations at the stall. The drooped leading edge, on the other hand, was only effective when used in conjunction with an upper-surface fence. The combination of an outboard leading-edge device and inboard half-span double slotted flap resulted in an undesirable loop in the pitching-moment curve near maximum lift in spite of an inboard stall. The loop is attributed to the section characteristics of the double slotted flap. Air-flow surveys behind the wing indicated that a suitably placed horizontal tail would eliminate the loop in the moment curve.

Installation and airspeed effects on jet shock-associated noise

NASA Technical Reports Server (NTRS)

Vonglahn, U.; Goodykoontz, J.

1975-01-01

Experimental acoustic data are presented to illustrate, at model scale, the effect of varying the nozzle-wing installation on shock-associated noise, statically and with airspeed. The variation in installations included nozzle only, nozzle under-the-wing (with and without flaps deflected), and nozzle over-the-wing (unattached flow). The nozzles used were a conical and a 6-tube mixer nozzle with a cold-flow nozzle pressure ratio of 2.1. A 33-cm diameter free jet was used to simulate airspeed. With the nozzle only, shock wave noise dominated the spectra in the forward quadrant, while jet mixing noise dominated in the rearward quadrant. Similar trends were observed when a wing (flaps retracted) was included. Shock noise was attenuated with an over-the-wing configuration and increased with an under-the-wing configuration (due to reflection from the wing surface). With increasing flap deflection (under-the-wing configuration), the jet-flap interaction noise exceeded the shock noise and became dominant in both quadrants. The free jet results showed that airspeed had no effect on shock noise. The free jet noise data were corrected for convective amplification to approximate flight and comparisons between the various configurations are made.

Flow field over the wing of a delta-wing fighter model with vortex control devices at Mach 0.6 to 1.2

NASA Technical Reports Server (NTRS)

Bare, E. Ann; Reubush, David E.; Haddad, Raymond C.

1992-01-01

As part of a cooperative research program between NASA, McDonnell Douglas Corporation, and Wright Research and Development Center, a flow field investigation was conducted on a 7.52 percent scale windtunnel model of an advanced fighter aircraft design. The investigation was conducted in the Langley 16 ft Transonic Tunnel at Mach numbers of 0.6, 0.9, and 1.2. Angle of attack was varied from -4 degrees to 30 degrees and the model was tested at angles of sideslip of 0, 5, and -5 degrees. Data for the over the wing flow field were obtained at four axial survey stations by the use of six 5 hole conical probes mounted on a survey mechanism. The wing leading edge primary vortex exerted the greatest influence in terms of total pressure loss on the over the wing flow field in the area surveyed. A number of vortex control devices were also investigated. They included two different apex flaps, wing leading edge vortex flaps, and small large wing fences. The vortex flap and both apex flaps were beneficial in controlling the wing leading edge primary vortex.

Forelimb posture in dinosaurs and the evolution of the avian flapping flight-stroke.

PubMed

Nudds, Robert L; Dyke, Gareth J

2009-04-01

Ontogenetic and behavioral studies using birds currently do not document the early evolution of flight because birds (including juveniles) used in such studies employ forelimb oscillation frequencies over 10 Hz, forelimb stroke-angles in excess of 130 degrees , and possess uniquely avian flight musculatures. Living birds are an advanced morphological stage in the development of flapping flight. To gain insight into the early stages of flight evolution (i.e., prebird), in the absence of a living analogue, a new approach using Strouhal number was used. Strouhal number is a nondimensional number that describes the relationship between wing-stroke amplitude (A), wing-beat frequency (f), and flight speed (U). Calculations indicated that even moderate wing movements are enough to generate rudimentary thrust and that a propulsive flapping flight-stroke could have evolved via gradual incremental changes in wing movement and wing morphology. More fundamental to the origin of the avian flapping flight-stroke is the question of how a symmetrical forelimb posture-required for gliding and flapping flight-evolved from an alternating forelimb motion, evident in all extant bipeds when running except birds.

Force and moment measurements on a 74 deg delta wing with an apex flap

NASA Technical Reports Server (NTRS)

Buter, T. A.; Rao, D. M.

1984-01-01

Results are presented of a subsonic experimental investigation of an apex flap concept on a 74 deg swept delta wing with trailing-edge flaps. The apex flap comprised approximately 6 percent of the wing area forward of a transverse hinge, allowing for upward and downward deflection angles from +40 deg to -20 deg. Upward deflection forces leading-edge vortex formation on the apex flap, resulting in an increased lift component on the apex area. The associated nose-up moment balances the nose-down moment due to trailing-edge flaps, resulting in sizeable increase in the trimmed lift coefficient particularly at low angles of attack. Nose-down apex deflection may be used to augment the pitch control for rapid recovery from high-alpha maneuvers. This report presents the balance data without analysis.

Vortex Flap Technology: a Stability and Control Assessment

NASA Technical Reports Server (NTRS)

Carey, K. M.; Erickson, G. E.

1984-01-01

A comprehensive low-speed wind tunnel investigation was performed of leading edge vortex flaps applied to representative aircraft configurations. A determination was made of the effects of analytically- and empirically-designed vortex flaps on the static longitudinal and lateral-directional aerodynamics, stability, and control characteristics of fighter wings having leading-edge sweep angles of 45 to 76.5 degrees. The sensitivity to several configuration modifications was assessed, which included the effects of flap planform, leading- and trailing-edge flap deflection angles, wing location on the fuselage, forebody strakes, canards, and centerline and outboard vertical tails. Six-component forces and moments, wing surface static pressure distributions, and surface flow patterns were obtained using the Northrop 21- by 30-inch low-speed wind tunnel.

Acoustic investigation of the engine-over-the-wing concept using a D-shaped nozzle.

NASA Technical Reports Server (NTRS)

Reshotko, M.; Friedman, R.

1973-01-01

Small-model experiments were conducted of the engine-over-the-wing concept using a D-shaped nozzle in order to determine the static-lift and acoustic characteristics at two wing-flap positions. Configurations were tested with the flow attached and unattached to the upper surface of the flaps. Attachment was obtained with a nozzle flow deflector. In both cases, high frequency noise shielding by the wing was obtained. Configurations using the D-shaped nozzle are compared with corresponding ones using a circular nozzle. With flow attached to the flaps, the static lift and acoustic results are almost the same for both nozzles. Without the nozzle flow deflector (unattached flap flow), the D-nozzle is considerably noisier than a circular nozzle in the low and middle frequencies.

Optimization design and dynamic analysis on the drive mechanisms of flapping-wing air vehicles based on flapping trajectories

NASA Astrophysics Data System (ADS)

Xie, Lingwang; Zhang, Xingwei; Luo, Pan; Huang, Panpan

2017-10-01

The optimization designs and dynamic analysis on the driving mechanism of flapping-wing air vehicles on base of flapping trajectory patterns is carried out in this study. Three different driving mechanisms which are spatial double crank-rocker, plane five-bar and gear-double slider, are systematically optimized and analysed by using the Mat lab and Adams software. After a series debugging on the parameter, the comparatively ideal flapping trajectories are obtained by the simulation of Adams. Present results indicate that different drive mechanisms output different flapping trajectories and have their unique characteristic. The spatial double crank-rocker mechanism can only output the arc flapping trajectory and it has the advantages of small volume, high flexibility and efficient space utilization. Both planar five-bar mechanism and gear-double slider mechanism can output the oval, figure of eight and double eight flapping trajectories. Nevertheless, the gear-double slider mechanism has the advantage of convenient parameter setting and better performance in output double eight flapping trajectory. This study can provide theoretical basis and helpful reference for the design of the drive mechanisms of flapping-wing air vehicles with different output flapping trajectories.

Full-Scale Wind-Tunnel Investigation of a Jet Flap in Conjunction with a Plain Flap with Blowing Boundary-Layer Control on a 35 deg Sweptback-Wing Airplane

NASA Technical Reports Server (NTRS)

Aoyagi, Kiyoshi; Hickey, David H.

1959-01-01

Previous investigations have shown that increased blowing at the hinge-line radius of a plain flap will give flap lift increases above that realized with boundary-layer control. Other experiments and theory have shown that blowing from a wing trailing edge, through the jet flap effect, produced lift increases. The present investigation was made to determine whether blowing simultaneously at the hinge-line radius and trailing edge would be more effective than blowing separately at either location. The tests were made at a Reynolds number of 4.5 x 10(exp 6) with a 35 deg sweptback-wing airplane. For this report, only the lift data are presented. Of the three flap blowing arrangements tested, blowing distributed between the trailing edge and the hinge-line radius of a plain flap was found to be superior to blowing at either location separately at the plain flap deflections of interest. Comparison of estimated and experimental jet flap effectiveness was fair.

Toward the bi-modal camber morphing of large aircraft wing flaps: the CleanSky experience

NASA Astrophysics Data System (ADS)

Pecora, R.; Amoroso, F.; Magnifico, M.

2016-04-01

The Green Regional Aircraft (GRA), one of the six CleanSky platforms, represents the largest European effort toward the greening of next generation air transportation through the implementation of advanced aircraft technologies. In this framework researches were carried out to develop an innovative wing flap enabling airfoil morphing according to two different modes depending on aircraft flight condition and flap setting: - Camber morphing mode. Morphing of the flap camber to enhance high-lift performances during take-off and landing (flap deployed); - Tab-like morphing mode. Upwards and downwards deflection of the flap tip during cruise (flap stowed) for load control at high speed and consequent optimization of aerodynamic efficiency. A true-scale flap segment of a reference aircraft (EASA CS25 category) was selected as investigation domain for the new architecture in order to duly face the challenges posed by real wing installation issues especially with reference to the tapered geometrical layout and 3D aerodynamic loads distributions. The investigation domain covered the flap region spanning 3.6 m from the wing kink and resulted characterized by a taper ratio equal to 0.75 with a root chord of 1.2 m. High TRL solutions for the adaptive structure, actuation and control system were duly analyzed and integrated while assuring overall device compliance with industrial standards and applicable airworthiness requirements.

An experimental and three-dimensional computational study on the aerodynamic contribution to the passive pitching motion of flapping wings in hovering flies.

PubMed

Ishihara, D; Horie, T; Niho, T

2014-11-07

The relative importance of the wing's inertial and aerodynamic forces is the key to revealing how the kinematical characteristics of the passive pitching motion of insect flapping wings are generated, which is still unclear irrespective of its importance in the design of insect-like micro air vehicles. Therefore, we investigate three species of flies in order to reveal this, using a novel fluid-structure interaction analysis that consists of a dynamically scaled experiment and a three-dimensional finite element analysis. In the experiment, the dynamic similarity between the lumped torsional flexibility model as a first approximation of the dipteran wing and the actual insect is measured by the Reynolds number Re, the Strouhal number St, the mass ratio M, and the Cauchy number Ch. In the computation, the three-dimension is important in order to simulate the stable leading edge vortex and lift force in the present Re regime over 254. The drawback of the present experiment is the difficulty in satisfying the condition of M due to the limitation of available solid materials. The novelty of the present analysis is to complement this drawback using the computation. We analyze the following two cases: (a) The equilibrium between the wing's elastic and fluid forces is dynamically similar to that of the actual insect, while the wing's inertial force can be ignored. (b) All forces are dynamically similar to those of the actual insect. From the comparison between the results of cases (a) and (b), we evaluate the contributions of the equilibrium between the aerodynamic and the wing's elastic forces and the wing's inertial force to the passive pitching motion as 80-90% and 10-20%, respectively. It follows from these results that the dipteran passive pitching motion will be based on the equilibrium between the wing's elastic and aerodynamic forces, while it will be enhanced by the wing's inertial force.

Wing flapping with minimum energy. [minimize the drag for a bending moment at the wing root

NASA Technical Reports Server (NTRS)

Jones, R. T.

1980-01-01

For slow flapping motions it is found that the minimum energy loss occurs when the vortex wake moves as a rigid surface that rotates about the wing root - a condition analogous to that determined for a slow-turning propeller. The optimum circulation distribution determined by this condition differs from the elliptic distribution, showing a greater concentration of lift toward the tips. It appears that very high propulsive efficiencies are obtained by flapping.

Mechanization and Control Concepts for Biologically Inspired Micro Aerial Vehicles

NASA Technical Reports Server (NTRS)

Raney, David L.; Slominski, Eric C.

2003-01-01

It is possible that MAV designs of the future will exploit flapping flight in order to perform missions that require extreme agility, such as rapid flight beneath a forest canopy or within the confines of a building. Many of nature's most agile flyers generate flapping motions through resonant excitation of an aeroelastically tailored structure: muscle tissue is used to excite a vibratory mode of their flexible wing structure that creates propulsion and lift. A number of MAV concepts have been proposed that would operate in a similar fashion. This paper describes an ongoing research activity in which mechanization and control concepts with application to resonant flapping MAVs are being explored. Structural approaches, mechanical design, sensing and wingbeat control concepts inspired by hummingbirds, bats and insects are examined. Experimental results from a testbed capable of generating vibratory wingbeat patterns that approximately match those exhibited by hummingbirds in hover, cruise, and reverse flight are presented.

Wing flapping with minimum energy

NASA Technical Reports Server (NTRS)

Jones, R. T.

1980-01-01

A technique employed by Prandtl and Munk is adapted for the case of a wing in flapping motion to determine its lift distribution. The problem may be reduced to one of minimizing induced drag for a specified and periodically varying bending moment at the wing root. It is concluded that two wings in close tandem arrangement, moving in opposite phase, would eliminate the induced aerodynamic losses calculated

Aerodynamic consequences of wing morphing during emulated take-off and gliding in birds.

PubMed

Klaassen van Oorschot, Brett; Mistick, Emily A; Tobalske, Bret W

2016-10-01

Birds morph their wings during a single wingbeat, across flight speeds and among flight modes. Such morphing may allow them to maximize aerodynamic performance, but this assumption remains largely untested. We tested the aerodynamic performance of swept and extended wing postures of 13 raptor species in three families (Accipitridae, Falconidae and Strigidae) using a propeller model to emulate mid-downstroke of flapping during take-off and a wind tunnel to emulate gliding. Based on previous research, we hypothesized that (1) during flapping, wing posture would not affect maximum ratios of vertical and horizontal force coefficients (C V :C H ), and that (2) extended wings would have higher maximum C V :C H when gliding. Contrary to each hypothesis, during flapping, extended wings had, on average, 31% higher maximum C V :C H ratios and 23% higher C V than swept wings across all biologically relevant attack angles (α), and, during gliding, maximum C V :C H ratios were similar for the two postures. Swept wings had 11% higher C V than extended wings in gliding flight, suggesting flow conditions around these flexed raptor wings may be different from those in previous studies of swifts (Apodidae). Phylogenetic affiliation was a poor predictor of wing performance, due in part to high intrafamilial variation. Mass was only significantly correlated with extended wing performance during gliding. We conclude that wing shape has a greater effect on force per unit wing area during flapping at low advance ratio, such as take-off, than during gliding. © 2016. Published by The Company of Biologists Ltd.

Aerodynamic forces and flow structures of the leading edge vortex on a flapping wing considering ground effect.

PubMed

Van Truong, Tien; Byun, Doyoung; Kim, Min Jun; Yoon, Kwang Joon; Park, Hoon Cheol

2013-09-01

The aim of this work is to provide an insight into the aerodynamic performance of the beetle during takeoff, which has been estimated in previous investigations. We employed a scaled-up electromechanical model flapping wing to measure the aerodynamic forces and the three-dimensional flow structures on the flapping wing. The ground effect on the unsteady forces and flow structures were also characterized. The dynamically scaled wing model could replicate the general stroke pattern of the beetle's hind wing kinematics during takeoff flight. Two wing kinematic models have been studied to examine the influences of wing kinematics on unsteady aerodynamic forces. In the first model, the angle of attack is asymmetric and varies during the translational motion, which is the flapping motion of the beetle's hind wing. In the second model, the angle of attack is constant during the translational motion. The instantaneous aerodynamic forces were measured for four strokes during the beetle's takeoff by the force sensor attached at the wing base. Flow visualization provided a general picture of the evolution of the three-dimensional leading edge vortex (LEV) on the beetle hind wing model. The LEV is stable during each stroke, and increases radically from the root to the tip, forming a leading-edge spiral vortex. The force measurement results show that the vertical force generated by the hind wing is large enough to lift the beetle. For the beetle hind wing kinematics, the total vertical force production increases 18.4% and 8.6% for the first and second strokes, respectively, due to the ground effect. However, for the model with a constant angle of attack during translation, the vertical force is reduced during the first stroke. During the third and fourth strokes, the ground effect is negligible for both wing kinematic patterns. This finding suggests that the beetle's flapping mechanism induces a ground effect that can efficiently lift its body from the ground during takeoff.

The design and analysis of simple low speed flap systems with the aid of linearized theory computer programs

NASA Technical Reports Server (NTRS)

Carlson, Harry W.

1985-01-01

The purpose here is to show how two linearized theory computer programs in combination may be used for the design of low speed wing flap systems capable of high levels of aerodynamic efficiency. A fundamental premise of the study is that high levels of aerodynamic performance for flap systems can be achieved only if the flow about the wing remains predominantly attached. Based on this premise, a wing design program is used to provide idealized attached flow camber surfaces from which candidate flap systems may be derived, and, in a following step, a wing evaluation program is used to provide estimates of the aerodynamic performance of the candidate systems. Design strategies and techniques that may be employed are illustrated through a series of examples. Applicability of the numerical methods to the analysis of a representative flap system (although not a system designed by the process described here) is demonstrated in a comparison with experimental data.

Wind-tunnel investigation of a Fowler flap and spoiler for an advanced general aviation wing

NASA Technical Reports Server (NTRS)

Paulson, J. W., Jr.

1976-01-01

The wing was tested without fuselage or empennage and was fitted with approximately three-quarter span Fowler flaps and half span spoilers. The spoilers were hinged at the 70 percent chord point and vented when the flaps were deflected. Static longitudinal and lateral aerodynamic data were obtained over an angle of attack range of -8 deg to 22 deg for various flap deflections and positions, spoiler geometries, and vent lip geometries. Lateral characteristics indicate that the spoilers are generally adequate for lateral control. In general, the spoiler effectiveness increases with increasing angle of attack, increases with increasing flap deflections, and is influenced by vent lip geometry. In addition, the data show that some two-dimensional effects on spoiler effectiveness are reduced in the three-dimensional case. Results also indicate significant increase in lift coefficient as the Fowler flaps are deflected; when the flap was fully deflected, the maximum wing lift coefficient was increased about 96 percent.

REAR DETAIL OF RIGHT ENGINE AND WING. FLAPS REMAIN DOWN ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

REAR DETAIL OF RIGHT ENGINE AND WING. FLAPS REMAIN DOWN AND SPOILERS UP. THIS CONFIGURATION IS AUTOMATICALLY ACTIVATED ON ROLLOUT. - Greater Buffalo International Airport, Maintenance Hangar, Buffalo, Erie County, NY

An Investigation of the Wing and the Wing-Fuselage Combination of a Full-Scale Model of the Republic XP-91 Airplane in the Ames 40-by 80-Foot Wing Tunnel

NASA Technical Reports Server (NTRS)

Hunton, Lynn W.; Dew, Joseph K.

1948-01-01

Wind-tunnel tests of a full-scale model of the Republic XP-91 airplane were conducted to determine the longitudinal and lateral characteristics of the wing alone and the wing-fuselage combination, the characteristics of the aileron, and the damping in roll af the wing alone. Various high-lift devices were investigated including trailing-edge split flaps and partial- and full-span leading-edge slats and Krueger-type nose flaps. Results of this investigation showed that a very significant gain in maximum lift could be achieved through use of the proper leading-edge device, The maximum lift coefficient of the model with split flaps and the original partial-span straight slats was only 1.2; whereas a value of approximately 1.8 was obtained by drooping the slat and extending it full span, Improvement in maximum lift of approximately the same amount resulted when a full-span nose flap was substituted for the original partial-span slat.

A Non-linear Lifting Line Model for Design and Analysis of Trochoidal Propulsors

NASA Astrophysics Data System (ADS)

Roesler, Bernard; Epps, Brenden

2014-11-01

Flapping wing propulsors may increase the propulsive efficiency of large shipping vessels. A comparison of the design of a notional propulsor for a large shipping vessel with (a) a conventional ducted propeller versus (b) a flapping wing propulsor is presented. Calculations for flapping wing propulsors are performed using an open-source MATLAB software suite developed by the authors, CyROD, implementing an unsteady lifting-line model with free vortex wake roll-up to study the non-linear effects of foil-wake, and foil-foil interactions. Improvements to the traditional lifting line theory are made using further discretization of the wake vortex ring spacing near the trailing edge. Considerations of packaging options for a flapping wing propulsor on a large shipping vessel are presented, and compared with those for a conventional ducted propeller.

Wind-Tunnel Investigation of the Horizontal Motion of a Wing Near the Ground

NASA Technical Reports Server (NTRS)

Serebrisky, Y. M.; Biachuev, S. A.

1946-01-01

By the method of images the horizontal steady motion of a wing at small heights above the ground was investigated in the wind tunnel, A rectangular wing with Clark Y-H profile was tested with and without flaps. The distance from the trailing edge of the wing to the ground was varied within the limits 0.75 less than or = s/c less than or = 0.25. Measurements were made of the lift, the drag, the pitching moment, and the pressure distribution at one section. For a wing without flaps and one with flaps a considereble decrease in the lift force and a,drop in the drag was obtained at angles of attack below stalling. The flow separation near the ground occurs at smaller angles of attack than is the case for a great height above the ground. At horizontal steady flight for practical values of the height above the ground the maximum lift coefficient for the wing without flaps changes little, but markedly decreases for the wing with flaps. Analysis of these phenomena involves the investigation of the pressure distribution. The pressure distribution curves showed that the changes occurring near the ground are not equivalent to a change in the angle of attack. At the lower surface of the section a very strong increase in the pressures is observed. The pressure changes on the upper surface at angles of attack below stalling are insignificant and lead mainly to an increase in the unfavorable pressure gradient, resulting in the earlier occurrence of separation. For a wing with flaps at large angles of attack for distances from the trailing edge of the flap to the ground less than 0.5 chord, the flow between the wing end the ground is retarded so greatly that the pressure coefficient at the lower surface of the section is very near its limiting value (P = 1), and any further possibility of increase in the pressure is very small. In the application an approximate computation procedure is given of the change of certain aerodynamic characteristics for horizontal steady flight near the ground.

Elastically Shaped Wing Optimization and Aircraft Concept for Improved Cruise Efficiency

NASA Technical Reports Server (NTRS)

Nguyen, Nhan; Trinh, Khanh; Reynolds, Kevin; Kless, James; Aftosmis, Michael; Urnes, James, Sr.; Ippolito, Corey

2013-01-01

This paper presents the findings of a study conducted tn 2010 by the NASA Innovation Fund Award project entitled "Elastically Shaped Future Air Vehicle Concept". The study presents three themes in support of meeting national and global aviation challenges of reducing fuel burn for present and future aviation systems. The first theme addresses the drag reduction goal through innovative vehicle configurations via non-planar wing optimization. Two wing candidate concepts have been identified from the wing optimization: a drooped wing shape and an inflected wing shape. The drooped wing shape is a truly biologically inspired wing concept that mimics a seagull wing and could achieve about 5% to 6% drag reduction, which is aerodynamically significant. From a practical perspective, this concept would require new radical changes to the current aircraft development capabilities for new vehicles with futuristic-looking wings such as this concept. The inflected wing concepts could achieve between 3% to 4% drag reduction. While the drag reduction benefit may be less, the inflected-wing concept could have a near-term impact since this concept could be developed within the current aircraft development capabilities. The second theme addresses the drag reduction goal through a new concept of elastic wing shaping control. By aeroelastically tailoring the wing shape with active control to maintain optimal aerodynamics, a significant drag reduction benefit could be realized. A significant reduction in fuel burn for long-range cruise from elastic wing shaping control could be realized. To realize the potential of the elastic wing shaping control concept, the third theme emerges that addresses the drag reduction goal through a new aerodynamic control effector called a variable camber continuous trailing edge flap. Conventional aerodynamic control surfaces are discrete independent surfaces that cause geometric discontinuities at the trailing edge region. These discontinuities promote vorticities which result in drag rises as well as noise sources. The variable camber trailing edge flap concept could provide a substantial drag reduction benefit over a conventional discrete flap system. Aerodynamic simulations show a drag reduction of over 50% could be achieved with the flap concept over a conventional discrete flap system.

Study on bird's & insect's wing aerodynamics and comparison of its analytical value with standard airfoil

NASA Astrophysics Data System (ADS)

Ali, Md. Nesar; Alam, Mahbubul; Hossain, Md. Abed; Ahmed, Md. Imteaz

2017-06-01

Flight is the main mode of locomotion used by most of the world's bird & insect species. This article discusses the mechanics of bird flight, with emphasis on the varied forms of bird's & insect's wings. The fundamentals of bird flight are similar to those of aircraft. Flying animals flap their wings to generate lift and thrust as well as to perform remarkable maneuvers with rapid accelerations and decelerations. Insects and birds provide illuminating examples of unsteady aerodynamics. Lift force is produced by the action of air flow on the wing, which is an airfoil. The airfoil is shaped such that the air provides a net upward force on the wing, while the movement of air is directed downward. Additional net lift may come from airflow around the bird's & insect's body in some species, especially during intermittent flight while the wings are folded or semi-folded. Bird's & insect's flight in nature are sub-divided into two stages. They are Unpowered Flight: Gliding and Soaring & Powered Flight: Flapping. When gliding, birds and insects obtain both a vertical and a forward force from their wings. When a bird & insect flaps, as opposed to gliding, its wings continue to develop lift as before, but the lift is rotated forward to provide thrust, which counteracts drag and increases its speed, which has the effect of also increasing lift to counteract its weight, allowing it to maintain height or to climb. Flapping flight is more complicated than flight with fixed wings because of the structural movement and the resulting unsteady fluid dynamics. Flapping involves two stages: the down-stroke, which provides the majority of the thrust, and the up-stroke, which can also (depending on the bird's & insect's wings) provide some thrust. Most kinds of bird & insect wing can be grouped into four types, with some falling between two of these types. These types of wings are elliptical wings, high speed wings, high aspect ratio wings and soaring wings with slots. Hovering is used by several species of birds. Hovering, which is generating only lift through flapping alone rather than as a product of thrust, demands a lot of energy. On the other hand, for practical knowledge we also fabricate the various bird's, insect's & fighter jet wing by using random value of parameter & test those airfoil in wind tunnel. Finally for comparison & achieving analytical knowledge we also test those airfoil model in various simulation software.

Aerodynamic sound generation of flapping wing.

PubMed

Bae, Youngmin; Moon, Young J

2008-07-01

The unsteady flow and acoustic characteristics of the flapping wing are numerically investigated for a two-dimensional model of Bombus terrestris bumblebee at hovering and forward flight conditions. The Reynolds number Re, based on the maximum translational velocity of the wing and the chord length, is 8800 and the Mach number M is 0.0485. The computational results show that the flapping wing sound is generated by two different sound generation mechanisms. A primary dipole tone is generated at wing beat frequency by the transverse motion of the wing, while other higher frequency dipole tones are produced via vortex edge scattering during a tangential motion. It is also found that the primary tone is directional because of the torsional angle in wing motion. These features are only distinct for hovering, while in forward flight condition, the wing-vortex interaction becomes more prominent due to the free stream effect. Thereby, the sound pressure level spectrum is more broadband at higher frequencies and the frequency compositions become similar in all directions.

Effect of Frontal Gusts and Stroke Deviation in Forward Flapping Flight and Deconstructing the Aerodynamics of a Fruit Bat

NASA Astrophysics Data System (ADS)

Viswanath, Kamal

This dissertation broadly seeks to understand the effect different kinematic parameters, external forces, and dynamic wing conformation have on the fluid dynamics of flapping flight. The primary motivation is to better grasp the fundamental fluid phenomena driving efficient flapping flight in the Reynolds number regime of birds, bats, and man made fliers of similar scale. The CFD solver (GenIDLEST) used is a Navier-Stokes solver in a finite volume formulation on non-staggered structured multiblock meshes. It has the capability for both body-fitted moving grid simulations and Immersed Boundary Method (IBM) for simulating complex bodies moving within a fluid. To that purpose we investigate the response of a rigid flapping thin surface planar wing in forward flight, at Re=10,000, subjected to frontal gusts. Gusts are a common ecological hazard for flapping fliers, especially in crowded environments. Among the various temporal and spatial scales of gust possible, we look at the phasing and duration of very large spatial scale gusts and their impact on the unsteady fluid dynamics of flapping within a single flapping cycle. The gust is characterized by a step function with time scale much smaller than the flapping time period. Having the advantage of prescribing the motion, as well as the timing and duration of the gust, this allowed the observation of the effect of angle of attack (AOA) and wing rotation on the evolution of the Leading Edge Vortex (LEV) and, hence the instantaneous lift and thrust profiles, by varying the parameters. During the downstroke, frontal gusts accelerated the flow development resulting in early separation of existing LEVs and formation of new ones on the wing surface which influenced the force generation by increasing the lift and thrust. These phenomena underscored the importance of the unsteady vortex structures as the primary force generators in flapping flight. The effect of the gust is observed to be diminished when it occurs during rapid supination of the wing. Unlike the influence of the vortices during the downstroke, the upstroke primarily reacted to effective AOA changes. A key characteristic of the kinematics of fliers in nature is stroke deviation. We investigate this phenomenon using a similar framework as above on a rigid thin surface flat-plate flapping wing in forward flight. Stroke deviation happens due to a variety of factors including wing flexion, wing lateral translation, and wing area change and here we investigate the different stroke deviation trajectories. Various trajectories were analyzed to assess the different capabilities that such kinematics might offer. The instantaneous lift and thrust profiles were observed to be influenced by a combination of the Leading Edge Vortex (LEV) and the Trailing Edge Vortex (TEV) structures existing in the flow at any given time. As an index of the cost of performance across all cases, the power requirements for the different cases, based on the fluid torques, are analyzed. Anti-clockwise figure-of-eight-cycle deviation is shown to be very complex with high power costs while having better performance. The clockwise elliptic-cycle held promise in being utilized as a viable stroke deviation trajectory for forward flight over the base non stroke deviation case. Armed with insight gained from these simple flapping structures, we are able to conduct the analysis of the flapping flight data obtained on a fruit bat. Understanding the full complexity of bat flight and the ways in which bat flight differs from that of other vertebrate flight requires attention to the intricate functional mechanics and architecture of the wings and the resulting unsteady transient mechanisms of the flow around the wings. We extract the detailed kinematic motion of the bat wing from the recorded data and then simulate the bat wing motion in the CFD framework for a range of Reynolds numbers. The Strouhal number calculated from the data is high indicating that the flow physics is dominated by the oscillatory motion. From the data the bat exhibits fine control of its mechanics by actively varying wing camber, wing area, torsional rotation of the wing, forward and backward translational sweep of the wing, and wing conformation to dictate the fluid dynamics. As is common in flapping flight, the primary force generation is through the attached unsteady vortices on the wing surface. This force output is modulated by the bat through varying wing camber and the wing area. Proper orthogonal decomposition of the wing kinematics is undertaken to compile a simpler set of kinematic modes that can approximate the original motion used by the fruit bat. These modes are then analyzed based on aerodynamic performance and power cost for more efficient flight. Understanding the physics of these modes will help us use them as prescribed kinematics for mechanical flappers as well as improve upon them from nature.

Biomimetic Beetle-Inspired Flapping Air Vehicle Actuated by Ionic Polymer-Metal Composite Actuator.

PubMed

Zhao, Yang; Xu, Di; Sheng, Jiazheng; Meng, Qinglong; Wu, Dezhi; Wang, Lingyun; Xiao, Jingjing; Lv, Wenlong; Chen, Qinnan; Sun, Daoheng

2018-01-01

During the last decades, the ionic polymer-metal composite (IPMC) received much attention because of its potential capabilities, such as large displacement and flexible bending actuation. In this paper, a biomimetic flapping air vehicle was proposed by combining the superiority of ionic polymer metal composite with the bionic beetle flapping principle. The blocking force was compared between casted IPMC and IPMC. The flapping state of the wing was investigated and the maximum displacement and flapping angle were measured. The flapping displacement under different voltage and frequency was tested. The flapping displacement of the wing and the support reaction force were measured under different frequency by experiments. The experimental results indicate that the high voltage and low frequency would get large flapping displacement.

Flight test operations using an F-106B research airplane modified with a wing leading-edge vortex flap

NASA Technical Reports Server (NTRS)

Dicarlo, Daniel J.; Brown, Philip W.; Hallissy, James B.

1992-01-01

Flight tests of an F-106B aircraft equipped with a leading-edge vortex flap, which represented the culmination of a research effort to examine the effectiveness of the flap, were conducted at the NASA Langley Research Center. The purpose of the flight tests was to establish a data base on the use of a wing leading-edge vortex flap as a means to validate the design and analysis methods associated with the development of such a vortical flow-control concept. The overall experiment included: refinements of the design codes for vortex flaps; numerous wind tunnel entries to aid in verifying design codes and determining basic aerodynamic characteristics; design and fabrication of the flaps, structural modifications to the wing tip and leading edges of the test aircraft; development and installation of an aircraft research instrumentation system, including wing and flap surface pressure measurements and selected structural loads measurements; ground-based simulation to assess flying qualities; and finally, flight testing. This paper reviews the operational aspects associated with the flight experiment, which includes a description of modifications to the research airplane, the overall flight test procedures, and problems encountered. Selected research results are also presented to illustrate the accomplishments of the research effort.

Effect of wing mass in free flight of a two-dimensional symmetric flapping wing-body model

NASA Astrophysics Data System (ADS)

Suzuki, Kosuke; Aoki, Takaaki; Yoshino, Masato

2017-10-01

The effect of wing mass in the free flight of a flapping wing is investigated by numerical simulations based on an immersed boundary-lattice Boltzmann method. We consider a model consisting of two-dimensional symmetric flapping wings with uniform mass density connected by a body represented as a point mass. We simulate free flights of the two-dimensional symmetric flapping wing with various mass ratios of the wings to the body. In free flights without gravity, it is found that the time-averaged lift force becomes smaller as the mass ratio increases, since with a large mass ratio the body experiences a large vertical oscillation in one period and consequently the wing-tip speed relatively decreases. We define the effective Reynolds number {{Re}}{eff} taking the body motion into consideration and investigate the critical value of {{Re}}{eff} over which the symmetry breaking of flows occurs. As a result, it is found that the critical value is {{Re}}{eff} ≃ 70 independently of the mass ratio. In free flights with gravity, the time-averaged lift force becomes smaller as the mass ratio increases in the same way as free flights without gravity. In addition, the unstable rotational motion around the body is suppressed as the mass ratio increases, since with a large mass ratio the vortices shedding from the wing tip are small and easily decay.

Modeling Interactions Between Flexible Flapping Wing Spars, Mechanisms, and Drive Motors

DTIC Science & Technology

2011-09-01

of dynamical equations is presented that allow micro air vehicle (MAV) or- nithopter designers to match drive motors to loads produced by flexible...aeroelastic systems is presented. One potential use for such a model is to serve as the basis for a vehicle design tool that matches drive motors to loads...friction. ∗Senior Aerospace Engineer, Control Design and Analysis Branch, 2210 Eighth Street, Ste. 21, Air Force Research Labora- tory, WPAFB, OH 45433

Evolution of avian flight: muscles and constraints on performance

PubMed Central

2016-01-01

Competing hypotheses about evolutionary origins of flight are the ‘fundamental wing-stroke’ and ‘directed aerial descent’ hypotheses. Support for the fundamental wing-stroke hypothesis is that extant birds use flapping of their wings to climb even before they are able to fly; there are no reported examples of incrementally increasing use of wing movements in gliding transitioning to flapping. An open question is whether locomotor styles must evolve initially for efficiency or if they might instead arrive due to efficacy. The proximal muscles of the avian wing output work and power for flight, and new research is exploring functions of the distal muscles in relation to dynamic changes in wing shape. It will be useful to test the relative contributions of the muscles of the forearm compared with inertial and aerodynamic loading of the wing upon dynamic morphing. Body size has dramatic effects upon flight performance. New research has revealed that mass-specific muscle power declines with increasing body mass among species. This explains the constraints associated with being large. Hummingbirds are the only species that can sustain hovering. Their ability to generate force, work and power appears to be limited by time for activation and deactivation within their wingbeats of high frequency. Most small birds use flap-bounding flight, and this flight style may offer an energetic advantage over continuous flapping during fast flight or during flight into a headwind. The use of flap-bounding during slow flight remains enigmatic. Flap-bounding birds do not appear to be constrained to use their primary flight muscles in a fixed manner. To improve understanding of the functional significance of flap-bounding, the energetic costs and the relative use of alternative styles by a given species in nature merit study. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528773

Wind-tunnel research comparing lateral control devices, particularly at high angles of attack XII : upper-surface ailerons on wings with split flaps

NASA Technical Reports Server (NTRS)

Weick, Fred E; Wenzinger, Carl J

1935-01-01

This report covers the twelfth of a series of tests conducted to compare different lateral control devices with particular reference to their effectiveness at high angles of attack. The present wind tunnel tests were made with two sizes of upper-surface ailerons on rectangular Clark Y wing models equipped with full span split flaps. The tests showed the effect of the upper-surface ailerons and of the split flaps on the general performance characteristics of the wings, and on the lateral controllability and stability characteristics. The results are compared with those for plain wings with ordinary ailerons of similar sizes.

A lift formula applied to low-Reynolds-number unsteady flows

NASA Astrophysics Data System (ADS)

Wang, Shizhao; Zhang, Xing; He, Guowei; Liu, Tianshu

2013-09-01

A lift formula for a wing in a rectangular control volume is given in a very simple and physically lucid form, providing a rational foundation for calculation of the lift of a flapping wing in highly unsteady and separated flows at low Reynolds numbers. Direct numerical simulations on the stationary and flapping two-dimensional flat plate and rectangular flat-plate wing are conducted to assess the accuracy of the lift formula along with the classical Kutta-Joukowski theorem. In particular, the Lamb vector integral for the vortex force and the acceleration term of fluid for the unsteady inertial effect are evaluated as the main contributions to the unsteady lift generation of a flapping wing.

Hovering of a jellyfish-like flying machine

NASA Astrophysics Data System (ADS)

Ristroph, Leif; Childress, Stephen

2013-11-01

Ornithopters, or flapping-wing aircraft, offer an alternative to helicopters in achieving maneuverability at small scales, although stabilizing such aerial vehicles remains a key challenge. Here, we present a hovering machine that achieves self-righting flight using flapping wings alone, without relying on additional aerodynamic surfaces and without feedback control. We design, construct, and test-fly a prototype that opens and closes four wings, resembling the motions of swimming jellyfish more so than any insect or bird. Lift measurements and high-speed video of free-flight are used to inform an aerodynamic model that explains the stabilization mechanism. These results show the promise of flapping-flight strategies beyond those that directly mimic the wing motions of flying animals.

Low-speed investigation of effects of wing leading- and trailing-edge flap deflections and canard incidence on a fighter configuration equipped with a forward-swept wing

NASA Technical Reports Server (NTRS)

Gainer, T. G.; Mann, M. J.; Huffman, J. K.

1984-01-01

An advanced fighter configuration with a forward-swept wing of aspect ratio 3.28 is tested in the Langley 7 by 10 Foot High Speed Tunnel at a Mach number of 0.3. The wing has 29.5 degrees of forward sweep of the quarter chord line and is equipped with 15 percent chord leading edge and 30 percent chord trailing edge flaps. The canard is sweptback 45 degrees. Tests were made through a range of angle of attack from about -2 degrees to 22 degrees. Deflecting the flaps significantly improves the lift drag characteristics at the higher angles of attack. The canard is able to trim the configurations with different flap deflections over most of the range of angle of attack. The penalty in maximum lift coefficient due to trimming is about 0.10.

Flight investigation of the effects of an outboard wing-leading-edge modification on stall/spin characteristics of a low-wing, single-engine, T-tail light airplane

NASA Technical Reports Server (NTRS)

Stough, H. Paul, III; Dicarlo, Daniel J.; Patton, James M., Jr.

1987-01-01

Flight tests were performed to investigate the change in stall/spin characteristics due to the addition of an outboard wing-leading-edge modification to a four-place, low-wing, single-engine, T-tail, general aviation research airplane. Stalls and attempted spins were performed for various weights, center of gravity positions, power settings, flap deflections, and landing-gear positions. Both stall behavior and wind resistance were improved compared with the baseline airplane. The latter would readily spin for all combinations of power settings, flap deflections, and aileron inputs, but the modified airplane did not spin at idle power or with flaps extended. With maximum power and flaps retracted, the modified airplane did enter spins with abused loadings or for certain combinations of maneuver and control input. The modified airplane tended to spin at a higher angle of attack than the baseline airplane.

Pressure distributions on a rectangular aspect-ratio-6, slotted supercritical airfoil wing with externally blown flaps

NASA Technical Reports Server (NTRS)

Johnson, W. G., Jr.

1976-01-01

An investigation was made in the 5.18 m (17 ft) test section of the Langley 300 MPH 7 by 10 foot tunnel on a rectangular, aspect ratio 6 wing which had a slotted supercritical airfoil section and externally blown flaps. The 13 percent thick wing was fitted with two high lift flap systems: single slotted and double slotted. The designations single slotted and double slotted do not include the slot which exists near the trailing edge of the basic slotted supercritical airfoil. Tests were made over an angle of attack range of -6 deg to 20 deg and a thrust-coefficient range up to 1.94 for a free-stream dynamic pressure of 526.7 Pa (11.0 lb/sq ft). The results of the investigation are presented as curves and tabulations of the chordwise pressure distributions at the midsemispan station for the wing and each flap element.

Ontogeny of aerial righting and wing flapping in juvenile birds.

PubMed

Evangelista, Dennis; Cam, Sharlene; Huynh, Tony; Krivitskiy, Igor; Dudley, Robert

2014-08-01

Mechanisms of aerial righting in juvenile chukar partridge (Alectoris chukar) were studied from hatching to 14 days-post-hatching (dph). Asymmetric movements of the wings were used from 1 to 8 dph to effect progressively more successful righting behaviour via body roll. Following 8 dph, wing motions transitioned to bilaterally symmetric flapping that yielded aerial righting via nose-down pitch, along with substantial increases in vertical force production during descent. Ontogenetically, the use of such wing motions to effect aerial righting precedes both symmetric flapping and a previously documented behaviour in chukar (i.e. wing-assisted incline running) hypothesized to be relevant to incipient flight evolution in birds. These findings highlight the importance of asymmetric wing activation and controlled aerial manoeuvres during bird development and are potentially relevant to understanding the origins of avian flight. © 2014 The Author(s) Published by the Royal Society. All rights reserved.

Effects of structural flexibility of wings in flapping flight of butterfly.

PubMed

Senda, Kei; Obara, Takuya; Kitamura, Masahiko; Yokoyama, Naoto; Hirai, Norio; Iima, Makoto

2012-06-01

The objective of this paper is to clarify the effects of structural flexibility of wings of a butterfly in flapping flight. For this purpose, a dynamics model of a butterfly is derived by Lagrange's method, where the butterfly is considered as a rigid multi-body system. The panel method is employed to simulate the flow field and the aerodynamic forces acting on the wings. The mathematical model is validated by the agreement of the numerical result with the experimentally measured data. Then, periodic orbits of flapping-of-wings flights are parametrically searched in order to fly the butterfly models. Almost periodic orbits are found, but they are unstable. Deformation of the wings is modeled in two ways. One is bending and its effect on the aerodynamic forces is discussed. The other is passive wing torsion caused by structural flexibility. Numerical simulations demonstrate that flexible torsion reduces the flight instability.

Low-speed tests of a high-aspect-ratio, supercritical-wing transport model equipped with a high-lift flap system in the Langley 4- by 7-meter and Ames 12-foot pressure tunnels

NASA Technical Reports Server (NTRS)

Morgan, H. L., Jr.; Kjelgaard, S. O.

1983-01-01

The Ames 12-Foot Pressure Tunnel was used to determine the effects of Reynolds number on the static longitudinal aerodynamic characteristics of an advanced, high-aspect-ratio, supercritical wing transport model equipped with a full span, leading edge slat and part span, double slotted, trailing edge flaps. The model had a wing span of 7.5 ft and was tested through a free stream Reynolds number range from 1.3 to 6.0 x 10 to 6th power per foot at a Mach number of 0.20. Prior to the Ames tests, an investigation was also conducted in the Langley 4 by 7 Meter Tunnel at a Reynolds number of 1.3 x 10 to 6th power per foot with the model mounted on an Ames strut support system and on the Langley sting support system to determine strut interference corrections. The data obtained from the Langley tests were also used to compare the aerodynamic charactertistics of the rather stiff, 7.5-ft-span steel wing model tested during this investigation and the larger, and rather flexible, 12-ft-span aluminum-wing model tested during a previous investigation. During the tests in both the Langley and Ames tunnels, the model was tested with six basic wing configurations: (1) cruise; (2) climb (slats only extended); (3) 15 deg take-off flaps; (4) 30 deg take-off flaps; (5) 45 deg landing flaps; and (6) 60 deg landing flaps.

Biomimetic Beetle-Inspired Flapping Air Vehicle Actuated by Ionic Polymer-Metal Composite Actuator

PubMed Central

Zhao, Yang; Xu, Di; Sheng, Jiazheng; Meng, Qinglong; Wu, Dezhi; Wang, Lingyun; Xiao, Jingjing; Lv, Wenlong; Sun, Daoheng

2018-01-01

During the last decades, the ionic polymer-metal composite (IPMC) received much attention because of its potential capabilities, such as large displacement and flexible bending actuation. In this paper, a biomimetic flapping air vehicle was proposed by combining the superiority of ionic polymer metal composite with the bionic beetle flapping principle. The blocking force was compared between casted IPMC and IPMC. The flapping state of the wing was investigated and the maximum displacement and flapping angle were measured. The flapping displacement under different voltage and frequency was tested. The flapping displacement of the wing and the support reaction force were measured under different frequency by experiments. The experimental results indicate that the high voltage and low frequency would get large flapping displacement. PMID:29682006

Error analysis and assessment of unsteady forces acting on a flapping wing micro air vehicle: free flight versus wind-tunnel experimental methods.

PubMed

Caetano, J V; Percin, M; van Oudheusden, B W; Remes, B; de Wagter, C; de Croon, G C H E; de Visser, C C

2015-08-20

An accurate knowledge of the unsteady aerodynamic forces acting on a bio-inspired, flapping-wing micro air vehicle (FWMAV) is crucial in the design development and optimization cycle. Two different types of experimental approaches are often used: determination of forces from position data obtained from external optical tracking during free flight, or direct measurements of forces by attaching the FWMAV to a force transducer in a wind-tunnel. This study compares the quality of the forces obtained from both methods as applied to a 17.4 gram FWMAV capable of controlled flight. A comprehensive analysis of various error sources is performed. The effects of different factors, e.g., measurement errors, error propagation, numerical differentiation, filtering frequency selection, and structural eigenmode interference, are assessed. For the forces obtained from free flight experiments it is shown that a data acquisition frequency below 200 Hz and an accuracy in the position measurements lower than ± 0.2 mm may considerably hinder determination of the unsteady forces. In general, the force component parallel to the fuselage determined by the two methods compares well for identical flight conditions; however, a significant difference was observed for the forces along the stroke plane of the wings. This was found to originate from the restrictions applied by the clamp to the dynamic oscillations observed in free flight and from the structural resonance of the clamped FWMAV structure, which generates loads that cannot be distinguished from the external forces. Furthermore, the clamping position was found to have a pronounced influence on the eigenmodes of the structure, and this effect should be taken into account for accurate force measurements.

DETAIL OF UNDERSIDE OF RIGHT WING. AFTER DOCKING, THE FIRST ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

DETAIL OF UNDERSIDE OF RIGHT WING. AFTER DOCKING, THE FIRST STEP IN MAINTENANCE IS TO OPEN UP THOSE AREAS OF THE AIRCRAFT THAT REQUIRE SERVICING. IN THIS VIEW WING SLATS, KRUGER FLAPS, AND TRAILING EDGE FLAPS ARE ALL DOWN; THRUST REVERSERS ARE IN THE OPEN POSITION; ENGINE COWLING IS OPEN. - Greater Buffalo International Airport, Maintenance Hangar, Buffalo, Erie County, NY

The added mass forces in insect flapping wings.

PubMed

Liu, Longgui; Sun, Mao

2018-01-21

The added mass forces of three-dimensional (3D) flapping wings of some representative insects, and the accuracy of the often used simple two-dimensional (2D) method, are studied. The added mass force of a flapping wing is calculated by both 3D and 2D methods, and the total aerodynamic force of the wing is calculated by the CFD method. Our findings are as following. The added mass force has a significant contribution to the total aerodynamic force of the flapping wings during and near the stroke reversals, and the shorter the stroke amplitude is, the larger the added mass force becomes. Thus the added mass force could not be neglected when using the simple models to estimate the aerodynamics force, especially for insects with relatively small stroke amplitudes. The accuracy of the often used simple 2D method is reasonably good: when the aspect ratio of the wing is greater than about 3.3, error in the added mass force calculation due to the 2D assumption is less than 9%; even when the aspect ratio is 2.8 (approximately the smallest for an insect), the error is no more than 13%. Copyright © 2017 Elsevier Ltd. All rights reserved.

An analytical model and scaling of chordwise flexible flapping wings in forward flight.

PubMed

Kodali, Deepa; Kang, Chang-Kwon

2016-12-13

Aerodynamic performance of biological flight characterized by the fluid structure interaction of a flapping wing and the surrounding fluid is affected by the wing flexibility. One of the main challenges to predict aerodynamic forces is that the wing shape and motion are a priori unknown. In this study, we derive an analytical fluid-structure interaction model for a chordwise flexible flapping two-dimensional airfoil in forward flight. A plunge motion is imposed on the rigid leading-edge (LE) of teardrop shape and the flexible tail dynamically deforms. The resulting unsteady aeroelasticity is modeled with the Euler-Bernoulli-Theodorsen equation under a small deformation assumption. The two-way coupling is realized by considering the trailing-edge deformation relative to the LE as passive pitch, affecting the unsteady aerodynamics. The resulting wing deformation and the aerodynamic performance including lift and thrust agree well with high-fidelity numerical results. Under the dynamic balance, the aeroelastic stiffness decreases, whereas the aeroelastic stiffness increases with the reduced frequency. A novel aeroelastic frequency ratio is derived, which scales with the wing deformation, lift, and thrust. Finally, the dynamic similarity between flapping in water and air is established.

Wind tunnel test of a tailless aircraft with a belly-flap control surface used in combination with wing flaps

NASA Astrophysics Data System (ADS)

Dougherty, Daniel A.

A wind tunnel tat of a tailless aircraft configuration that has been quipped with a belly-flap control surface, was conducted with the goal of improving the trimmed maximum-lift coefficient. Tailless aircraft have aerodynamic and structural efficiencies that are superior to those of a traditionally configured wing/body/tail aircraft. However, tailless aircraft have a low maximum-lift coefficient such that; when sized for equivalent takeoff performance, the tailless aircraft suffers a large reduction in aerodynamic and structural efficiencies. A Belly-Flap control surface used in combination with wing trailing edge flaps was tested in a wind tunnel with the goal of achieving a longitudinally trimmed solution at a higher maximum lift coefficient. It was determined that, though the Belly-Flap increases the trimmed lift of the tailless configuration at low angles of attack, the maximum lift coefficient is slightly reduced in relation to the controls neutral configuration.

Multi-cored vortices support function of slotted wing tips of birds in gliding and flapping flight

PubMed Central

2017-01-01

Slotted wing tips of birds are commonly considered an adaptation to improve soaring performance, despite their presence in species that neither soar nor glide. We used particle image velocimetry to measure the airflow around the slotted wing tip of a jackdaw (Corvus monedula) as well as in its wake during unrestrained flight in a wind tunnel. The separated primary feathers produce individual wakes, confirming a multi-slotted function, in both gliding and flapping flight. The resulting multi-cored wingtip vortex represents a spreading of vorticity, which has previously been suggested as indicative of increased aerodynamic efficiency. Considering benefits of the slotted wing tips that are specific to flapping flight combined with the wide phylogenetic occurrence of this configuration, we propose the hypothesis that slotted wings evolved initially to improve performance in powered flight. PMID:28539482

Lift estimation of Half-Rotating Wing in hovering flight

NASA Astrophysics Data System (ADS)

Wang, X. Y.; Dong, Y. P.; Qiu, Z. Z.; Zhang, Y. Q.; Shan, J. H.

2016-11-01

Half-Rotating Wing (HRW) is a new kind of flapping wing system with rotating flapping instead of oscillating flapping. Estimating approach of hovering lift which generated in hovering flight was important theoretical foundation to design aircraft using HRW. The working principle of HRW based on Half-Rotating Mechanism (HRM) was firstly introduced in this paper. Generating process of lift by HRW was also given. The calculating models of two lift mechanisms for HRW, including Lift of Flow Around Wing (LFAW) and Lift of Flow Dragging Wing (LFDW), were respectively established. The lift estimating model of HRW was further deduced, by which hovering lift for HRW with different angular velocity could be calculated. Case study using XFLOW software simulation indicates that the above estimating method was effective and feasible to predict roughly the hovering lift for a new HRW system.

Power of the wingbeat: modelling the effects of flapping wings in vertebrate flight.

PubMed

Heerenbrink, M Klein; Johansson, L C; Hedenström, A

2015-05-08

Animal flight performance has been studied using models developed for man-made aircraft. For an aeroplane with fixed wings, the energetic cost as a function of flight speed can be expressed in terms of weight, wing span, wing area and body area, where more details are included in proportionality coefficients. Flying animals flap their wings to produce thrust. Adopting the fixed wing flight model implicitly incorporates the effects of wing flapping in the coefficients. However, in practice, these effects have been ignored. In this paper, the effects of reciprocating wing motion on the coefficients of the fixed wing aerodynamic power model for forward flight are explicitly formulated in terms of thrust requirement, wingbeat frequency and stroke-plane angle, for optimized wingbeat amplitudes. The expressions are obtained by simulating flights over a large parameter range using an optimal vortex wake method combined with a low-level blade element method. The results imply that previously assumed acceptable values for the induced power factor might be strongly underestimated. The results also show the dependence of profile power on wing kinematics. The expressions introduced in this paper can be used to significantly improve animal flight models.

Power of the wingbeat: modelling the effects of flapping wings in vertebrate flight

PubMed Central

Heerenbrink, M. Klein; Johansson, L. C.; Hedenström, A.

2015-01-01

Animal flight performance has been studied using models developed for man-made aircraft. For an aeroplane with fixed wings, the energetic cost as a function of flight speed can be expressed in terms of weight, wing span, wing area and body area, where more details are included in proportionality coefficients. Flying animals flap their wings to produce thrust. Adopting the fixed wing flight model implicitly incorporates the effects of wing flapping in the coefficients. However, in practice, these effects have been ignored. In this paper, the effects of reciprocating wing motion on the coefficients of the fixed wing aerodynamic power model for forward flight are explicitly formulated in terms of thrust requirement, wingbeat frequency and stroke-plane angle, for optimized wingbeat amplitudes. The expressions are obtained by simulating flights over a large parameter range using an optimal vortex wake method combined with a low-level blade element method. The results imply that previously assumed acceptable values for the induced power factor might be strongly underestimated. The results also show the dependence of profile power on wing kinematics. The expressions introduced in this paper can be used to significantly improve animal flight models. PMID:27547098

Straight-line climbing flight aerodynamics of a fruit bat

NASA Astrophysics Data System (ADS)

Viswanath, K.; Nagendra, K.; Cotter, J.; Frauenthal, M.; Tafti, D. K.

2014-02-01

From flight data obtained on a fruit bat, Cynopterus brachyotis, a kinematic model for straight-line flapping motion is extracted and analyzed in a computational fluid dynamics (CFD) framework to gain insight into the complexity of bat flight. The intricate functional mechanics and architecture of the bat wings set it apart from other vertebrate flight. The extracted kinematic model is simulated for a range of Reynolds numbers, to observe the effect these phenomena have on the unsteady transient mechanisms of the flow produced by the flapping wings. The Strouhal number calculated from the data is high indicating that the oscillatory motion dominates the flow physics. From the obtained data, the bat exhibits fine control of its mechanics by actively varying wing camber, wing area, torsional rotation of the wing, forward and backward translational sweep of the wing, and wing conformation to dictate the fluid dynamics. As is common in flapping flight, the primary force generation is through the attached unsteady vortices on the wing surface. The bat through varying the wing camber and the wing area modulates this force output. The power requirement for the kinematics is analyzed and correlated with the aerodynamic performance.

Collective fluid mechanics of honeybee nest ventilation

NASA Astrophysics Data System (ADS)

Gravish, Nick; Combes, Stacey; Wood, Robert J.; Peters, Jacob

2014-11-01

Honeybees thermoregulate their brood in the warm summer months by collectively fanning their wings and creating air flow through the nest. During nest ventilation workers flap their wings in close proximity in which wings continuously operate in unsteady oncoming flows (i.e. the wake of neighboring worker bees) and near the ground. The fluid mechanics of this collective aerodynamic phenomena are unstudied and may play an important role in the physiology of colony life. We have performed field and laboratory observations of the nest ventilation wing kinematics and air flow generated by individuals and groups of honeybee workers. Inspired from these field observations we describe here a robotic model system to study collective flapping wing aerodynamics. We microfabricate arrays of 1.4 cm long flapping wings and observe the air flow generated by arrays of two or more fanning robotic wings. We vary phase, frequency, and separation distance among wings and find that net output flow is enhanced when wings operate at the appropriate phase-distance relationship to catch shed vortices from neighboring wings. These results suggest that by varying position within the fanning array honeybee workers may benefit from collective aerodynamic interactions during nest ventilation.

HSCT Ref-H Transonic Flap Data Base: Wind-Tunnel Test and Comparison with Theory

NASA Technical Reports Server (NTRS)

Vijgen, Paul M.

1999-01-01

In cooperation with personnel from the Boeing ANP Laboratory and NASA Langley, a performance test was conducted using the Reference-H 1.675% model ("NASA Modular Model") without nacelles at the NASA Langley 16-Ft Transonic Tunnel. The main objective of the test was to determine the drag reduction achievable with leading-edge and trailing-edge flaps deflected along the outboard wing span at transonic Mach numbers (M = 0.9 to 1.2) for purpose of preliminary design and for comparison with computational predictions. The obtained drag data with flap deflections for Mach numbers of 1.07 to 1.20 are unique for the Reference H wing. Four leading-edge and two trailing-edge flap deflection angles were tested at a mean-wing chord-Reynolds number of about 5.7 million. An outboard-wing leading-edge flap deflection of 81 provides a 4.5 percent drag reduction at M = 1.2 A = 0.2), and much larger values at lower Mach numbers with larger flap deflections. The present results for the baseline (no flaps deflected) compare reasonably well with previous Boeing and NASA Ref-H tunnel tests, including high-Reynolds number NTF results. Viscous CFD simulations using the OVERFLOW thin-layer N.S. method properly predict the observed trend in drag reduction at M = 1.2 as function of leading-edge flap deflection. Modified linear theory properly predicts the flap effects on drag at subsonic conditions (Aero2S code), and properly predicts the absolute drag for the 40 and 80 leading-edge deflection at M = 1.2 (A389 code).

Small scale wind tunnel model investigation of hybrid high lift systems combining upper surface blowing with the internally blown flap

NASA Technical Reports Server (NTRS)

Waites, W. L.; Chin, Y. T.

1974-01-01

A small-scale wind tunnel test of a two engine hybrid model with upper surface blowing on a simulated expandable duct internally blown flap was accomplished in a two phase program. The low wing Phase I model utilized 0.126c radius Jacobs/Hurkamp flaps and 0.337c radius Coanda flaps. The high wing Phase II model was utilized for continued studies on the Jacobs/Hurkamp flap. Principal study areas included: basic data both engines operative and with an engine out, control flap utilization, horizontal tail effectiveness, spoiler effectiveness, USB nacelle deflector study and USB/IBF pressure ratio effects.

Numerical design of advanced multi-element airfoils

NASA Technical Reports Server (NTRS)

Mathias, Donovan L.; Cummings, Russell M.

1994-01-01

The current study extends the application of computational fluid dynamics to three-dimensional high-lift systems. Structured, overset grids are used in conjunction with an incompressible Navier-Stokes flow solver to investigate flow over a two-element high-lift configuration. The computations were run in a fully turbulent mode using the one-equation Baldwin-Barth turbulence model. The geometry consisted of an unswept wing which spanned a wind tunnel test section. Flows over full and half-span Fowler flap configurations were computed. Grid resolution issues were investigated in two dimensional studies of the flapped airfoil. Results of the full-span flap wing agreed well with experimental data and verified the method. Flow over the wing with the half-span was computed to investigate the details of the flow at the free edge of the flap. The results illustrated changes in flow streamlines, separation locations, and surface pressures due to the vortex shed from the flap edge.

High-Lift Systems on Commercial Subsonic Airliners

NASA Technical Reports Server (NTRS)

Rudolph, Peter K. C.

1996-01-01

The early breed of slow commercial airliners did not require high-lift systems because their wing loadings were low and their speed ratios between cruise and low speed (takeoff and landing) were about 2:1. However, even in those days the benefit of high-lift devices was recognized. Simple trailing-edge flaps were in use, not so much to reduce landing speeds, but to provide better glide-slope control without sideslipping the airplane and to improve pilot vision over the nose by reducing attitude during low-speed flight. As commercial-airplane cruise speeds increased with the development of more powerful engines, wing loadings increased and a real need for high-lift devices emerged to keep takeoff and landing speeds within reasonable limits. The high-lift devices of that era were generally trailing-edge flaps. When jet engines matured sufficiently in military service and were introduced commercially, airplane speed capability had to be increased to best take advantage of jet engine characteristics. This speed increase was accomplished by introducing the wing sweep and by further increasing wing loading. Whereas increased wing loading called for higher lift coefficients at low speeds, wing sweep actually decreased wing lift at low speeds. Takeoff and landing speeds increased on early jet airplanes, and, as a consequence, runways worldwide had to be lengthened. There are economical limits to the length of runways; there are safety limits to takeoff and landing speeds; and there are speed limits for tires. So, in order to hold takeoff and landing speeds within reasonable limits, more powerful high-lift devices were required. Wing trailing-edge devices evolved from plain flaps to Fowler flaps with single, double, and even triple slots. Wing leading edges evolved from fixed leading edges to a simple Krueger flap, and from fixed, slotted leading edges to two- and three-position slats and variable-camber (VC) Krueger flaps. The complexity of high-lift systems probably peaked on the Boeing 747, which has a VC Krueger flap and triple-slotted, inboard and outboard trailing-edge flaps. Since then, the tendency in high-lift system development has been to achieve high levels of lift with simpler devices in order to reduce fleet acquisition and maintenance costs. The intent of this paper is to: (1) review available high-lift devices, their functions, and design criteria; (2) appraise high-lift systems presently in service on commercial air liners; (3) present personal study results on high-lift systems; (4) develop a weight and cost model for high-lift systems; and (5) discuss the development tendencies of future high-lift systems.

Acoustic characteristics of a large-scale wind tunnel model of an upper-surface blown flap transport having two engines

NASA Technical Reports Server (NTRS)

Falarski, M. D.; Aoyagi, K.; Koenig, D. G.

1973-01-01

The upper-surface blown (USB) flap as a powered-lift concept has evolved because of the potential acoustic shielding provided when turbofan engines are installed on a wing upper surface. The results from a wind tunnel investigation of a large-scale USB model powered by two JT15D-1 turbofan engines are-presented. The effects of coanda flap extent and deflection, forward speed, and exhaust nozzle configuration were investigated. To determine the wing shielding the acoustics of a single engine nacelle removed from the model were also measured. Effective shielding occurred in the aft underwing quadrant. In the forward quadrant the shielding of the high frequency noise was counteracted by an increase in the lower frequency wing-exhaust interaction noise. The fuselage provided shielding of the opposite engine noise such that the difference between single and double engine operation was 1.5 PNdB under the wing. The effects of coanda flap deflection and extent, angle of attack, and forward speed were small. Forward speed reduced the perceived noise level (PNL) by reducing the wing-exhaust interaction noise.

Aerodynamics, sensing and control of insect-scale flapping-wing flight.

PubMed

Shyy, Wei; Kang, Chang-Kwon; Chirarattananon, Pakpong; Ravi, Sridhar; Liu, Hao

2016-02-01

There are nearly a million known species of flying insects and 13 000 species of flying warm-blooded vertebrates, including mammals, birds and bats. While in flight, their wings not only move forward relative to the air, they also flap up and down, plunge and sweep, so that both lift and thrust can be generated and balanced, accommodate uncertain surrounding environment, with superior flight stability and dynamics with highly varied speeds and missions. As the size of a flyer is reduced, the wing-to-body mass ratio tends to decrease as well. Furthermore, these flyers use integrated system consisting of wings to generate aerodynamic forces, muscles to move the wings, and sensing and control systems to guide and manoeuvre. In this article, recent advances in insect-scale flapping-wing aerodynamics, flexible wing structures, unsteady flight environment, sensing, stability and control are reviewed with perspective offered. In particular, the special features of the low Reynolds number flyers associated with small sizes, thin and light structures, slow flight with comparable wind gust speeds, bioinspired fabrication of wing structures, neuron-based sensing and adaptive control are highlighted.

Aerodynamics, sensing and control of insect-scale flapping-wing flight

PubMed Central

Shyy, Wei; Kang, Chang-kwon; Chirarattananon, Pakpong; Ravi, Sridhar; Liu, Hao

2016-01-01

There are nearly a million known species of flying insects and 13 000 species of flying warm-blooded vertebrates, including mammals, birds and bats. While in flight, their wings not only move forward relative to the air, they also flap up and down, plunge and sweep, so that both lift and thrust can be generated and balanced, accommodate uncertain surrounding environment, with superior flight stability and dynamics with highly varied speeds and missions. As the size of a flyer is reduced, the wing-to-body mass ratio tends to decrease as well. Furthermore, these flyers use integrated system consisting of wings to generate aerodynamic forces, muscles to move the wings, and sensing and control systems to guide and manoeuvre. In this article, recent advances in insect-scale flapping-wing aerodynamics, flexible wing structures, unsteady flight environment, sensing, stability and control are reviewed with perspective offered. In particular, the special features of the low Reynolds number flyers associated with small sizes, thin and light structures, slow flight with comparable wind gust speeds, bioinspired fabrication of wing structures, neuron-based sensing and adaptive control are highlighted. PMID:27118897

Analysis of high-aspect-ratio jet-flap wings of arbitrary geometry

NASA Technical Reports Server (NTRS)

Lissaman, P. B. S.

1973-01-01

An analytical technique to compute the performance of an arbitrary jet-flapped wing is developed. The solution technique is based on the method of Maskell and Spence in which the well-known lifting-line approach is coupled with an auxiliary equation providing the extra function needed in jet-flap theory. The present method is generalized to handle straight, uncambered wings of arbitrary planform, twist, and blowing (including unsymmetrical cases). An analytical procedure is developed for continuous variations in the above geometric data with special functions to exactly treat discontinuities in any of the geometric and blowing data. A rational theory for the effect of finite wing thickness is introduced as well as simplified concepts of effective aspect ratio for rapid estimation of performance.

Structural Technology Evaluation and Analysis Program (STEAP). Delivery Order 0035: Dynamics and Control and Computational Design of Flapping Wing Micro Air Vehicles

DTIC Science & Technology

2012-10-01

library as a principal Requestor. The M3CT requestor is written in Java , leveraging the cross platform deployment capabilities needed for a broadly...each application to the Java programming language, the independently generated sources are wrapped with JNA or Groovy. The Java wrapping process...unlimited. Figure 13. Leveraging Languages Once the underlying product is available to the Java source as a library, the application leverages

Evaluation of the Thorax of Manduca sexta for Flapping Wing Micro Air Vehicle Applications

DTIC Science & Technology

2012-03-01

input (Pi) by the muscle efficiency (Em). Estimates for muscular efficiency in insects are based on measurements of oxygen consumption which can be...34 Effects of Operating Frequency and Temperature on Mechanical Power Output form Moth Flight Muscle." Journal of Experimental Biology 149 (1990): 61...they will teach you, or the birds in the sky, and they will tell you; or speak to the earth, and it will teach you, or let the fish in the sea inform

Full-scale-wind-tunnel Tests of a 35 Degree Sweptback Wing Airplane with High-velocity Blowing over the Training-edge Flaps

NASA Technical Reports Server (NTRS)

Kelley, Mark W; Tolhurst, William H JR

1955-01-01

A wind-tunnel investigation was made to determine the effects of ejecting high-velocity air near the leading edge of plain trailing-edge flaps on a 35 degree sweptback wing. The tests were made with flap deflections from 45 degrees to 85 degrees and with pressure ratios across the flap nozzles from sub-critical up to 2.9. A limited study of the effects of nozzle location and configuration on the efficiency of the flap was made. Measurements of the lift, drag, and pitching moment were made for Reynolds numbers from 5.8 to 10.1x10(6). Measurements were also made of the weight rate of flow, pressure, and temperature of the air supplied to the flap nozzles.The results show that blowing on the deflected flap produced large flap lift increments. The amount of air required to prevent flow separation on the flap was significantly less than that estimated from published two-dimensional data. When the amount of air ejected over the flap was just sufficient to prevent flow separation, the lift increment obtained agreed well with linear inviscid fluid theory up to flap deflections of 60 degrees. The flap lift increment at 85 degrees flap deflection was about 80 percent of that predicted theoretically.With larger amounts of air blown over the flap, these lift increments could be significantly increased. It was found that the performance of the flap was relatively insensitive to the location of the flap nozzle, to spacers in the nozzle, and to flow disturbances such as those caused by leading-edge slats or discontinuities on the wing or flap surfaces. Analysis of the results indicated that installation of this system on an F-86 airplane is feasible.

Aircraft wing structural detail design (wing, aileron, flaps, and subsystems)

NASA Technical Reports Server (NTRS)

Downs, Robert; Zable, Mike; Hughes, James; Heiser, Terry; Adrian, Kenneth

1993-01-01

The goal of this project was to design, in detail, the wing, flaps, and ailerons for a primary flight trainer. Integrated in this design are provisions for the fuel system, the electrical system, and the fuselage/cabin carry-through interface structure. This conceptual design displays the general arrangement of all major components in the wing structure, taking into consideration the requirements set forth by the appropriate sections of Federal Aviation Regulation Part 23 (FAR23) as well as those established in the statement of work.

Wind-Tunnel Tests on Various Types of Dive Brakes Mounted in Proximity of the Leading Edge of the Wing

NASA Technical Reports Server (NTRS)

Lattanzi, Bernardino; Bellante, Erno

1949-01-01

The present report is concerned with a series of tests on a model airplane fitted with four types of dive flaps of various shapes, positions, and incidence located near the leading edge of the wing (from 5 to 20 percent of the wing chord). Tests were also made on a stub airfoil fitted with a ventral dive (located at 8 percent of the wing chord). The hinge moments of the dive flaps were measured.

Pressure-Distribution Measurements of a Model of a Davis Wing Section with Fowler Flap Submitted by Consolidated Aircraft Corporation

NASA Technical Reports Server (NTRS)

Abbott, Ira H

1942-01-01

Wing pressure distribution diagrams for several angles of attack and flap deflections of 0 degrees, 20 degrees, and 40 degrees are presented. The normal force coefficients agree with lift coefficients obtained in previous test of the same model, except for the maximum lifts with flap deflection. Pressure distribution measurements were made at Reynolds Number of about 6,000,000.

Reduction of Flap Side Edge Noise - the Blowing Flap

NASA Technical Reports Server (NTRS)

Hutcheson, Florence V.; Brooks, THomas F.

2005-01-01

A technique to reduce the noise radiating from a wing-flap side edge is being developed. As an airplane wing with an extended flap is exposed to a subsonic airflow, air is blown outward through thin rectangular chord-wise slots at various locations along the side edges and side surface of the flap to weaken and push away the vortices that originate in that region of the flap and are responsible for important noise emissions. Air is blown through the slots at up to twice the local flow velocity. The blowing is done using one or multiple slots, where a slot is located along the top, bottom or side surface of the flap along the side edge, or also along the intersection of the bottom (or top) and side surfaces.

Wing Download Results from a Test of a 0.658-Scale V-22 Rotor and Wing

NASA Technical Reports Server (NTRS)

Felker, Fort F.

1992-01-01

A test of a 0.658-scale V-22 rotor and wing was conducted in the 40 x 80 Foot Wind Tunnel at Ames Research Center. One of the principal objectives of the test was to measure the wing download in hover for a variety of test configurations. The wing download and surface pressures were measured for a wide range of thrust coefficients, with five different flap angles, two nacelle angles, and both directions or rotor rotation. This paper presents these results, and describes a new method for interpreting wing surface pressure data in hover. This method shows that the wing flap can produce substantial lift loads in hover.

Flapping wing aerodynamics: from insects to vertebrates.

PubMed

Chin, Diana D; Lentink, David

2016-04-01

More than a million insects and approximately 11,000 vertebrates utilize flapping wings to fly. However, flapping flight has only been studied in a few of these species, so many challenges remain in understanding this form of locomotion. Five key aerodynamic mechanisms have been identified for insect flight. Among these is the leading edge vortex, which is a convergent solution to avoid stall for insects, bats and birds. The roles of the other mechanisms - added mass, clap and fling, rotational circulation and wing-wake interactions - have not yet been thoroughly studied in the context of vertebrate flight. Further challenges to understanding bat and bird flight are posed by the complex, dynamic wing morphologies of these species and the more turbulent airflow generated by their wings compared with that observed during insect flight. Nevertheless, three dimensionless numbers that combine key flow, morphological and kinematic parameters - the Reynolds number, Rossby number and advance ratio - govern flapping wing aerodynamics for both insects and vertebrates. These numbers can thus be used to organize an integrative framework for studying and comparing animal flapping flight. Here, we provide a roadmap for developing such a framework, highlighting the aerodynamic mechanisms that remain to be quantified and compared across species. Ultimately, incorporating complex flight maneuvers, environmental effects and developmental stages into this framework will also be essential to advancing our understanding of the biomechanics, movement ecology and evolution of animal flight. © 2016. Published by The Company of Biologists Ltd.

A low speed wind tunnel investigation of Reynolds number effects on a 60-deg swept wing configuration with leading and trailing edge flaps

NASA Technical Reports Server (NTRS)

Rao, Dhanvada M.; Hoffler, Keith D.

1988-01-01

A low-speed wind tunnel test was performed to investigate Reynolds number effects on the aerodynamic characteristics of a supersonic cruise wing concept model with a 60-deg swept wing incorporating leading-edge and trailing-edge flap deflections. The Reynolds number ranged from 0.3 to 1.6 x 10 to the 6th, and corresponding Mach numbers from .05 to 0.3. The objective was to define a threshold Reynolds number above which the flap aerodynamics basically remained unchanged, and also to generate a data base useful for validating theoretical predictions for the Reynolds number effects on flap performance. This report documents the test procedures used and the basic data acquired in the investigation.

The effect of aspect ratio on the leading-edge vortex over an insect-like flapping wing.

PubMed

Phillips, Nathan; Knowles, Kevin; Bomphrey, Richard J

2015-10-09

Insect wing shapes are diverse and a renowned source of inspiration for the new generation of autonomous flapping vehicles, yet the aerodynamic consequences of varying geometry is not well understood. One of the most defining and aerodynamically significant measures of wing shape is the aspect ratio, defined as the ratio of wing length (R) to mean wing chord (c). We investigated the impact of aspect ratio, AR, on the induced flow field around a flapping wing using a robotic device. Rigid rectangular wings ranging from AR = 1.5 to 7.5 were flapped with insect-like kinematics in air with a constant Reynolds number (Re) of 1400, and a dimensionless stroke amplitude of 6.5c (number of chords traversed by the wingtip). Pseudo-volumetric, ensemble-averaged, flow fields around the wings were captured using particle image velocimetry at 11 instances throughout simulated downstrokes. Results confirmed the presence of a high-lift, separated flow field with a leading-edge vortex (LEV), and revealed that the conical, primary LEV grows in size and strength with increasing AR. In each case, the LEV had an arch-shaped axis with its outboard end originating from a focus-sink singularity on the wing surface near the tip. LEV detachment was observed for AR > 1.5 around mid-stroke at ~70% span, and initiated sooner over higher aspect ratio wings. At AR > 3 the larger, stronger vortex persisted under the wing surface well into the next half-stroke leading to a reduction in lift. Circulatory lift attributable to the LEV increased with AR up to AR = 6. Higher aspect ratios generated proportionally less lift distally because of LEV breakdown, and also less lift closer to the wing root due to the previous LEV's continuing presence under the wing. In nature, insect wings go no higher than AR ~ 5, likely in part due to architectural and physiological constraints but also because of the reducing aerodynamic benefits of high AR wings.

Multi-cored vortices support function of slotted wing tips of birds in gliding and flapping flight.

PubMed

KleinHeerenbrink, Marco; Johansson, L Christoffer; Hedenström, Anders

2017-05-01

Slotted wing tips of birds are commonly considered an adaptation to improve soaring performance, despite their presence in species that neither soar nor glide. We used particle image velocimetry to measure the airflow around the slotted wing tip of a jackdaw ( Corvus monedula ) as well as in its wake during unrestrained flight in a wind tunnel. The separated primary feathers produce individual wakes, confirming a multi-slotted function, in both gliding and flapping flight. The resulting multi-cored wingtip vortex represents a spreading of vorticity, which has previously been suggested as indicative of increased aerodynamic efficiency. Considering benefits of the slotted wing tips that are specific to flapping flight combined with the wide phylogenetic occurrence of this configuration, we propose the hypothesis that slotted wings evolved initially to improve performance in powered flight. © 2017 The Author(s).

Numerical simulation of aerodynamic characteristics of multi-element wing with variable flap

NASA Astrophysics Data System (ADS)

Lv, Hongyan; Zhang, Xinpeng; Kuang, Jianghong

2017-10-01

Based on the Reynolds averaged Navier-Stokes equation, the mesh generation technique and the geometric modeling method, the influence of the Spalart-Allmaras turbulence model on the aerodynamic characteristics is investigated. In order to study the typical configuration of aircraft, a similar DLR-F11 wing is selected. Firstly, the 3D model of wing is established, and the 3D model of plane flight, take-off and landing is established. The mesh structure of the flow field is constructed and the mesh is generated by mesh generation software. Secondly, by comparing the numerical simulation with the experimental data, the prediction of the aerodynamic characteristics of the multi section airfoil in takeoff and landing stage is validated. Finally, the two flap deflection angles of take-off and landing are calculated, which provide useful guidance for the aerodynamic characteristics of the wing and the flap angle design of the wing.

Cooling Tests of an Airplane Equipped with an NACA Cowling and a Wing-duct Cooling System

NASA Technical Reports Server (NTRS)

Turner, L I , Jr; Bierman, David; Boothy, W B

1941-01-01

Cooling tests were made of a Northrop A-17A attack airplane successively equipped with a conventional.NACA cowling and with a wing-duct cooling system. The method of cooling the engine by admitting air from the propeller slipstream into wing ducts, passing it first through the accessory compartment and then over the engine from rear to front, appeared to offer possibilities for improved engine cooling, increased cooling of the accessories, and better fairing of the power-plant installation. The results showed that ground cooling for the wing duct system without cowl flap was better than for the NACA cowling with flap; ground cooling was appreciably improved by installing a cowl flap. Satisfactory temperatures were maintained in both climb and high-speed flight, but, with the use of conventional baffles, a greater quantity of cooling air appeared to be required for the wing duct system.

Stable hovering of a jellyfish-like flying machine

PubMed Central

Ristroph, Leif; Childress, Stephen

2014-01-01

Ornithopters, or flapping-wing aircraft, offer an alternative to helicopters in achieving manoeuvrability at small scales, although stabilizing such aerial vehicles remains a key challenge. Here, we present a hovering machine that achieves self-righting flight using flapping wings alone, without relying on additional aerodynamic surfaces and without feedback control. We design, construct and test-fly a prototype that opens and closes four wings, resembling the motions of swimming jellyfish more so than any insect or bird. Measurements of lift show the benefits of wing flexing and the importance of selecting a wing size appropriate to the motor. Furthermore, we use high-speed video and motion tracking to show that the body orientation is stable during ascending, forward and hovering flight modes. Our experimental measurements are used to inform an aerodynamic model of stability that reveals the importance of centre-of-mass location and the coupling of body translation and rotation. These results show the promise of flapping-flight strategies beyond those that directly mimic the wing motions of flying animals. PMID:24430122

Use of active control systems to improve bending and rotor flapping response of a tilt rotor VTOL airplane

NASA Technical Reports Server (NTRS)

Whitaker, H. P.; Cheng, Y.

1975-01-01

The results are summarized of an analytical study of the use of active control systems for the purpose of reducing the root mean square response of wing vertical bending and rotor flapping to atmospheric turbulence for a tilt-rotor VTOL airplane. Only the wing/rotor assembly was considered so that results of a wind tunnel test program would be applicable in a subsequent phase of the research. The capabilities and limitations of simple single feedback configurations were identified, and the most promising multiloop feedback configurations were then investigated. Design parameters were selected so as to minimize either wing bending or rotor flapping response. Within the constraints imposed by practical levels of feedback gains and complexity and by considerations of safety, reduction in response due to turbulence of the order of 30 to 50 percent is predicted using the rotor longitudinal cyclic and a trailing edge wing flap as control effectors.

Three-dimensional flow structures and evolution of the leading-edge vortices on a flapping wing.

PubMed

Lu, Yuan; Shen, Gong Xin

2008-04-01

Following the identification and confirmation of the substructures of the leading-edge vortex (LEV) system on flapping wings, it is apparent that the actual LEV structures could be more complex than had been estimated in previous investigations. In this experimental study, we reveal for the first time the detailed three-dimensional (3-D) flow structures and evolution of the LEVs on a flapping wing in the hovering condition at high Reynolds number (Re=1624). This was accomplished by utilizing an electromechanical model dragonfly wing flapping in a water tank (mid-stroke angle of attack=60 degrees) and applying phase-lock based multi-slice digital stereoscopic particle image velocimetry (DSPIV) to measure the target flow fields at three typical stroke phases: at 0.125 T (T=stroke period), when the wing was accelerating; at 0.25 T, when the wing had maximum speed; and at 0.375 T, when the wing was decelerating. The result shows that the LEV system is a collection of four vortical elements: one primary vortex and three minor vortices, instead of a single conical or tube-like vortex as reported or hypothesized in previous studies. These vortical elements are highly time-dependent in structure and show distinct ;stay properties' at different spanwise sections. The spanwise flows are also time-dependent, not only in the velocity magnitude but also in direction.

Effect of leading- and trailing-edge flaps on clipped delta wings with and without wing camber at supersonic speeds

NASA Technical Reports Server (NTRS)

Hernandez, Gloria; Wood, Richard M.; Covell, Peter F.

1994-01-01

An experimental investigation of the aerodynamic characteristics of thin, moderately swept fighter wings has been conducted to evaluate the effect of camber and twist on the effectiveness of leading- and trailing-edge flaps at supersonic speeds in the Langley Unitary Plan Wind Tunnel. The study geometry consisted of a generic fuselage with camber typical of advanced fighter designs without inlets, canopy, or vertical tail. The model was tested with two wing configurations an uncambered (flat) wing and a cambered and twisted wing. Each wing had an identical clipped delta planform with an inboard leading edge swept back 65 deg and an outboard leading edge swept back 50 deg. The trailing edge was swept forward 25 deg. The leading-edge flaps were deflected 4 deg to 15 deg, and the trailing-edge flaps were deflected from -30 deg to 10 deg. Longitudinal force and moment data were obtained at Mach numbers of 1.60, 1.80, 2.00, and 2.16 for an angle-of-attack range 4 deg to 20 deg at a Reynolds number of 2.16 x 10(exp 6) per foot and for an angle-of-attack range 4 deg to 20 deg at a Reynolds number of 2.0 x 10(exp 6) per foot. Vapor screen, tuft, and oil flow visualization data are also included.

The Effectiveness at High Speeds of a 20-Percent-Chord Plain Trailing-Edge Flap on the NACA 65-210 Airfoil

NASA Technical Reports Server (NTRS)

Stivers, Louis S., Jr.

1947-01-01

An analysis has been made of the lift control effectiveness of a 20-percent-chord plain trailing-edge flap on the NACA 65-210 airfoil section from section lift-coefficient data obtained at Mach numbers from 0.3 to 0.875. In addition, the effectiveness of the plain flap as a lift-control device has been compared with the corresponding effectiveness of both a spoiler and a dive-recovery flap on the NACA 65-210 airfoil section. The analysis indicates that the plain trailing-edge flap employed on the 10-percent-thick airfoil at Mach numbers as high as 0.875 retains at least 50-percent of its low-speed lift-control effectiveness, and is sufficiently effective in lateral control application, assuming a rigid wing, to provide adequate airplane rolling characteristics. The plain trailing-edge flap, as compared to the spoiler and the dive-recovery flap, appears to afford the most favorable characteristics as a device for controlling lift continuously throughout the range of Mach numbers from 0.3 to 0.875. At Mach numbers above those for lift divergence of the wing, either a plain flap or a dive-recovery flap may be used on a thin airplane wing to provide auxiliary wing lift when the airplane is to be controlled in flight, other than in dives, at these Mach numbers. The choice of a lift-control device for this use, however, should include the consideration of other factors such as the increments of drag and pitching moment accompanying the use of the device, and the structural and high-speed aerodynamic characteristics of the airplane which is to employ the device.

The implications of low-speed fixed-wing aerofoil measurements on the analysis and performance of flapping bird wings.

PubMed

Spedding, G R; Hedenström, A H; McArthur, J; Rosén, M

2008-01-01

Bird flight occurs over a range of Reynolds numbers (Re; 10(4) < or = Re < or = 10(5), where Re is a measure of the relative importance of inertia and viscosity) that includes regimes where standard aerofoil performance is difficult to predict, compute or measure, with large performance jumps in response to small changes in geometry or environmental conditions. A comparison of measurements of fixed wing performance as a function of Re, combined with quantitative flow visualisation techniques, shows that, surprisingly, wakes of flapping bird wings at moderate flight speeds admit to certain simplifications where their basic properties can be understood through quasi-steady analysis. Indeed, a commonly cited measure of the relative flapping frequency, or wake unsteadiness, the Strouhal number, is seen to be approximately constant in accordance with a simple requirement for maintaining a moderate local angle of attack on the wing. Together, the measurements imply a fine control of boundary layer separation on the wings, with implications for control strategies and wing shape selection by natural and artificial fliers.

AFTI/F-111 MAW flight control system and redundancy management description

NASA Technical Reports Server (NTRS)

Larson, Richard R.

1987-01-01

The wing on the NASA F-111 transonic aircraft technology (TACT) airplane was modified to provide flexible leading and trailing edge flaps; this modified wing is known as the mission adaptive wing (MAW). A dual digital primary fly-by-wire flight control system was developed with analog backup reversion for redundancy. This report discusses the functions, design, and redundancy management of the flight control system for these flaps.

Helical vortices generated by flapping wings of bumblebees

NASA Astrophysics Data System (ADS)

Engels, Thomas; Kolomenskiy, Dmitry; Schneider, Kai; Farge, Marie; Lehmann, Fritz-Olaf; Sesterhenn, Jörn

2018-02-01

High resolution direct numerical simulations of rotating and flapping bumblebee wings are presented and their aerodynamics is studied focusing on the role of leading edge vortices and the associated helicity production. We first study the flow generated by only one rotating bumblebee wing in circular motion with 45◦ angle of attack. We then consider a model bumblebee flying in a numerical wind tunnel, which is tethered and has rigid wings flapping with a prescribed generic motion. The inflow condition of the wind varies from laminar to strongly turbulent regimes. Massively parallel simulations show that inflow turbulence does not significantly alter the wings’ leading edge vortex, which enhances lift production. Finally, we focus on studying the helicity of the generated vortices and analyze their contribution at different scales using orthogonal wavelets.

Artificial Bird Feathers: An Adaptive Wing with High Lift Capability.

NASA Astrophysics Data System (ADS)

Hage, W.; Meyer, R.; Bechert, D. W.

1997-11-01

In Wind tunnel experiments, the operation of the covering feathers of bird wings has been investigated. At incipient flow separation, local flow reversal lifts the feathers and inhibits the spreading of the separation regime towards the leading edge. This mechanism can be utilized by movable flaps on airfoils. The operation of quasi-steady and of vibrating movable flaps is outlined. These devices are self-actuated, require no energy and do not produce parasitic drag. They are compatible with laminar and turbulent airfoils as well as with various conventional flaps on aircraft wings. Laboratory and flight experiments are shown. Ref: AIAA-Paper 97-1960.

Anisotropy and non-homogeneity of an Allomyrina Dichotoma beetle hind wing membrane.

PubMed

Ha, N S; Jin, T L; Goo, N S; Park, H C

2011-12-01

Biomimetics is one of the most important paradigms as researchers seek to invent better engineering designs over human history. However, the observation of insect flight is a relatively recent work. Several researchers have tried to address the aerodynamic performance of flapping creatures and other natural properties of insects, although there are still many unsolved questions. In this study, we try to answer the questions related to the mechanical properties of a beetle's hind wing, which consists of a stiff vein structure and a flexible membrane. The membrane of a beetle's hind wing is small and flexible to the point that conventional methods cannot adequately quantify the material properties. The digital image correlation method, a non-contact displacement measurement method, is used along with a specially designed mini-tensile testing system. To reduce the end effects, we developed an experimental method that can deal with specimens with as high an aspect ratio as possible. Young's modulus varies over the area in the wing and ranges from 2.97 to 4.5 GPa in the chordwise direction and from 1.63 to 2.24 GPa in the spanwise direction. Furthermore, Poisson's ratio in the chordwise direction is 0.63-0.73 and approximately twice as large as that in the spanwise direction (0.33-0.39). From these results, we can conclude that the membrane of a beetle's hind wing is an anisotropic and non-homogeneous material. Our results will provide a better understanding of the flapping mechanism through the formulation of a fluid-structure interaction analysis or aero-elasticity analysis and meritorious data for biomaterial properties database as well as a creative design concept for a micro aerial flapper that mimics an insect.

Effects of spanwise flexibility on the performance of flapping flyers in forward flight.

PubMed

Kodali, Deepa; Medina, Cory; Kang, Chang-Kwon; Aono, Hikaru

2017-11-01

Flying animals possess flexible wings that deform during flight. The chordwise flexibility alters the wing shape, affecting the effective angle of attack and hence the surrounding aerodynamics. However, the effects of spanwise flexibility on the locomotion are inadequately understood. Here, we present a two-way coupled aeroelastic model of a plunging spanwise flexible wing. The aerodynamics is modelled with a two-dimensional, unsteady, incompressible potential flow model, evaluated at each spanwise location of the wing. The two-way coupling is realized by considering the transverse displacement as the effective plunge under the dynamic balance of wing inertia, elastic restoring force and aerodynamic force. The thrust is a result of the competition between the enhancement due to wing deformation and induced drag. The results for a purely plunging spanwise flexible wing agree well with experimental and high-fidelity numerical results from the literature. Our analysis suggests that the wing aspect ratio of the abstracted passerine and goose models corresponds to the optimal aeroelastic response, generating the highest thrust while minimizing the power required to flap the wings. At these optimal aspect ratios, the flapping frequency is near the first spanwise natural frequency of the wing, suggesting that these birds may benefit from the resonance to generate thrust. © 2017 The Author(s).

Wake Measurement Downstream of a Hybrid Wing Body Model with Blown Flaps

NASA Technical Reports Server (NTRS)

Lin, John C.; Jones, Gregory S.; Allan, Brian G.; Westra, Bryan W.; Collins, Scott W.; Zeune, Cale H.

2010-01-01

Flow-field measurements were obtained in the wake of a full-span Hybrid Wing Body model with internally blown flaps. The test was performed at the NASA Langley 14 x 22 Foot Subsonic Tunnel at low speeds. Off-body measurements were obtained with a 7-hole probe rake survey system. Three model configurations were investigated. At 0deg angle of attack the surveys were completed with 0deg and 60deg flap deflections. At 10deg angle of attack the wake surveys were completed with a slat and a 60deg flap deflection. The 7-hole probe results further quantified two known swirling regions (downstream of the outboard flap edge and the inboard/outboard flap juncture) for the 60deg flap cases with blowing. Flowfield results and the general trends are very similar for the two blowing cases at nozzle pressure ratios of 1.37 and 1.56. High downwash velocities correlated with the enhanced lift for the 60deg flap cases with blowing. Jet-induced effects are the largest at the most inboard station for all (three) velocity components due in part to the larger inboard slot height. The experimental data are being used to improve computational tools for high-lift wings with integrated powered-lift technologies.

Wing flexibility improves bumblebee flight stability.

PubMed

Mistick, Emily A; Mountcastle, Andrew M; Combes, Stacey A

2016-11-01

Insect wings do not contain intrinsic musculature to change shape, but rather bend and twist passively during flight. Some insect wings feature flexible joints along their veins that contain patches of resilin, a rubber-like protein. Bumblebee wings exhibit a central resilin joint (1m-cu) that has previously been shown to improve vertical force production during hovering flight. In this study, we artificially stiffened bumblebee (Bombus impatiens) wings in vivo by applying a micro-splint to the 1m-cu joint, and measured the consequences for body stability during forward flight in both laminar and turbulent airflow. In laminar flow, bees with stiffened wings exhibited significantly higher mean rotation rates and standard deviation of orientation about the roll axis. Decreasing the wing's flexibility significantly increased its projected surface area relative to the oncoming airflow, likely increasing the drag force it experienced during particular phases of the wing stroke. We hypothesize that higher drag forces on stiffened wings decrease body stability when the left and right wings encounter different flow conditions. Wing splinting also led to a small increase in body rotation rates in turbulent airflow, but this change was not statistically significant, possibly because bees with stiffened wings changed their flight behavior in turbulent flow. Overall, we found that wing flexibility improves flight stability in bumblebees, adding to the growing appreciation that wing flexibility is not merely an inevitable liability in flapping flight, but can enhance flight performance. © 2016. Published by The Company of Biologists Ltd.

Investigation of Body-involved Lift Enhancement in Bio-inspired Flapping Flight

NASA Astrophysics Data System (ADS)

Wang, Junshi; Liu, Geng; Ren, Yan; Dong, Haibo

2016-11-01

Previous studies found that insects and birds are capable of using many unsteady aerodynamic mechanisms to augment the lift production. These include leading edge vortices, delayed stall, wake capture, clap-and-fling, etc. Yet the body-involved lift augmentation has not been paid enough attention. In this work, the aerodynamic effects of the wing-body interaction on the lift production in cicada and hummingbird forward flight are computationally investigated. 3D wing-body systems and wing flapping kinematics are reconstructed from the high-speed videos or literatures to keep their complexity. Vortex structures and associated aerodynamic performance are numerically studied by an in-house immersed-boundary-method-based flow solver. The results show that the wing-body interaction enhances the overall lift production by about 20% in the cicada flight and about 28% in the hummingbird flight, respectively. Further investigation on the vortex dynamics has shown that this enhancement is attributed to the interactions between the body-generated vortices and the flapping wings. The output from this work has revealed a new lift enhancement mechanism in the flapping flight. This work is supported by NSF CBET-1313217 and AFOSR FA9550-12-1-0071.

Large-Scale Wind-Tunnel Tests of an Airplane Model with an Unswept, Aspect-Ratio-10 Wing, Two Propellers, and Blowing Flaps

NASA Technical Reports Server (NTRS)

Griffin, Roy N., Jr.; Holzhauser, Curt A.; Weiberg, James A.

1958-01-01

An investigation was made to determine the lifting effectiveness and flow requirements of blowing over the trailing-edge flaps and ailerons on a large-scale model of a twin-engine, propeller-driven airplane having a high-aspect-ratio, thick, straight wing. With sufficient blowing jet momentum to prevent flow separation on the flap, the lift increment increased for flap deflections up to 80 deg (the maximum tested). This lift increment also increased with increasing propeller thrust coefficient. The blowing jet momentum coefficient required for attached flow on the flaps was not significantly affected by thrust coefficient, angle of attack, or blowing nozzle height.

Wind-tunnel Tests of a Hall High-life Wing

NASA Technical Reports Server (NTRS)

Weick, Fred E; Sanders, Robert

1932-01-01

Wind-tunnel tests have been made to find the lift, drag, and center-of-pressure characteristics of a Hall high-lift wing model. The Hall wing is essentially a split-flap airfoil with an internal air passage. Air enters the passage through an opening in the lower surface somewhat back of and parallel to the leading edge, and flows out through an opening made by deflecting the rear portion of the under surface downward as a flap. For ordinary flight conditions the front opening and the rear flap can be closed, providing in effect a conventional airfoil (the Clark Y in this case). The tests were made with various flap settings and with the entrance to the passage both open and closed. The highest lift coefficient found, C(sub L) = 2.08, was obtained with the passage closed.

Experimental validation of a true-scale morphing flap for large civil aircraft applications

NASA Astrophysics Data System (ADS)

Pecora, R.; Amoroso, F.; Arena, M.; Noviello, M. C.; Rea, F.

2017-04-01

Within the framework of the JTI-Clean Sky (CS) project, and during the first phase of the Low Noise Configuration Domain of the Green Regional Aircraft - Integrated Technological Demonstration (GRA-ITD, the preliminary design and technological demonstration of a novel wing flap architecture were addressed. Research activities were carried out to substantiate the feasibility of morphing concepts enabling flap camber variation in compliance with the demanding safety requirements applicable to the next generation green regional aircraft, 130- seats with open rotor configuration. The driving motivation for the investigation on such a technology was found in the opportunity to replace a conventional double slotted flap with a single slotted camber-morphing flap assuring similar high lift performances -in terms of maximum attainable lift coefficient and stall angle- while lowering emitted noise and system complexity. Studies and tests were limited to a portion of the flap element obtained by slicing the actual flap geometry with two cutting planes distant 0.8 meters along the wing span. Further activities were then addressed in order to increase the TRL of the validated architecture within the second phase of the CS-GRA. Relying upon the already assessed concept, an innovative and more advanced flap device was designed in order to enable two different morphing modes on the basis of the A/C flight condition / flap setting: Mode1, Overall camber morphing to enhance high-lift performances during take-off and landing (flap deployed); Mode2, Tab-like morphing mode. Upwards and downwards deflection of the flap tip during cruise (flap stowed) for load control at high speed. A true-scale segment of the outer wing flap (4 meters span with a mean chord of 0.9 meters) was selected as investigation domain for the new architecture in order to duly face the challenges posed by real wing installation. Advanced and innovative solutions for the adaptive structure, actuation and control systems were duly analyzed and experimentally validated thus proving the overall device compliance with industrial standards and applicable airworthiness requirements.

Static, noise, and transition tests of a combined-surface-blowing V/STOL lift/propulsion system

NASA Technical Reports Server (NTRS)

Schoen, A. H.; Kolesar, C. E.; Schaeffer, E. G.

1977-01-01

Efficient thrust vectoring and high levels of circulatory lift were obtained in tests of a half model V/STOL airplane by using a type of externally blown jet flap in which the jet exhaust from wing-mounted cruise fans is directed over both upper and lower surfaces of a flapped wing. Approximately 90% thrust recovery with 87 deg of thrust vectoring was achieved under static conditions using 89 deg of trailing edge flap deflection. The approximately 10% loss appears to be associated primarily with pressure losses due to the flap brackets or slot entries. The jet induced lift was shown to be 55% of the theoretical value for a fullspan jet-flapped wing, even though only 27.5% of the wingspan was immersed in the jet. Steady rate of descent capability in excess of 1,000 feet per minute is predicted. The possibility of significant aerodynamic-noise cancelling when blowing over both surfaces at high velocities is indicated.

78 FR 52419 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-08-23

... trailing edge flap area that qualify as structural significant items (SSIs). This AD requires revising the... detect and correct fatigue cracking of the wing trailing edge structure, which could result in... within the wing trailing edge flap area that qualify as structural significant items (SSI). We are...

VORCOR: A computer program for calculating characteristics of wings with edge vortex separation by using a vortex-filament and-core model

NASA Technical Reports Server (NTRS)

Pao, J. L.; Mehrotra, S. C.; Lan, C. E.

1982-01-01

A computer code base on an improved vortex filament/vortex core method for predicting aerodynamic characteristics of slender wings with edge vortex separations is developed. The code is applicable to camber wings, straked wings or wings with leading edge vortex flaps at subsonic speeds. The prediction of lifting pressure distribution and the computer time are improved by using a pair of concentrated vortex cores above the wing surface. The main features of this computer program are: (1) arbitrary camber shape may be defined and an option for exactly defining leading edge flap geometry is also provided; (2) the side edge vortex system is incorporated.

Acoustic characteristics of externally blown flap systems with mixer nozzles

NASA Technical Reports Server (NTRS)

Goodykoontz, J. H.; Dorsch, R. G.; Wagner, J. M.

1974-01-01

Noise tests were conducted on a large scale, cold flow model of an engine-under-the-wing externally blown flap lift augmentation system employing a mixer nozzle. The mixer nozzle was used to reduce the flap impingement velocity and, consequently, try to attenuate the additional noise caused by the interaction between the jet exhaust and the wing flap. Results from the mixer nozzle tests are summarized and compared with the results for a conical nozzle. The comparison showed that with the mixer nozzle, less noise was generated when the trailing flap was in a typical landing setting (e.g., 60 deg). However, for a takeoff flap setting (20 deg), there was little or no difference in the acoustic characteristics when either the mixer or conical nozzle was used.

Aeroelastic Analysis of a Flexible Wing Wind Tunnel Model with Variable Camber Continuous Trailing Edge Flap Design

NASA Technical Reports Server (NTRS)

Nguyen, Nhan; Ting, Eric; Lebofsky, Sonia

2015-01-01

This paper presents data analysis of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization tested at the University of Washington Aeronautical Laboratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10%-scale model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10% of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data analysis conducted previously shows that the VCCTEF can achieve a drag reduction of up to 6.31% and an improvement in the lift-to-drag ratio (L=D) of up to 4.85%. A method for estimating the bending and torsional stiffnesses of the flexible wingUWAL wind tunnel model from static load test data is presented. The resulting estimation indicates that the stiffness of the flexible wing is significantly stiffer in torsion than in bending by as much as 9 to 1. The lift prediction for the flexible wing is computed by a coupled aerodynamic-structural model. The coupled model is developed by coupling a conceptual aerodynamic tool Vorlax with a finite-element model of the flexible wing via an automated geometry deformation tool. Based on the comparison of the lift curve slope, the lift prediction for the rigid wing is in good agreement with the estimated lift coefficients derived from the wind tunnel test data. Due to the movement of the VCCTEF during the wind tunnel test, uncertainty in the lift prediction due to the indicated variations of the VCCTEF deflection is studied. The results show a significant spread in the lift prediction which contradicts the consistency in the aerodynamic measurements, thus suggesting that the indicated variations as measured by the VICON system may not be reliable. The lift prediction of the flexible wing agrees very well with the measured lift curve for the baseline configuration. The computed bending deflection and wash-out twist of the flexible wing also match reasonably well with the aeroelastic deflection measurements. The results demonstrate the validity of the aerodynamic-structural tool for use to analyze aerodynamic performance of flexible wings.

Aerodynamic analysis of natural flapping flight using a lift model based on spanwise flow

NASA Astrophysics Data System (ADS)

Alford, Lionel D., Jr.

This study successfully described the mechanics of flapping hovering flight within the framework of conventional aerodynamics. Additionally, the theory proposed and supported by this research provides an entirely new way of looking at animal flapping flight. The mechanisms of biological flight are not well understood, and researchers have not been able to describe them using conventional aerodynamic forces. This study proposed that natural flapping flight can be broken down into a simplest model, that this model can then be used to develop a mathematical representation of flapping hovering flight, and finally, that the model can be successfully refined and compared to biological flapping data. This paper proposed a unique theory that the lift of a flapping animal is primarily the result of velocity across the cambered span of the wing. A force analysis was developed using centripetal acceleration to define an acceleration profile that would lead to a spanwise velocity profile. The force produced by the spanwise velocity profile was determined using a computational fluid dynamics analysis of flow on the simplified wing model. The overall forces on the model were found to produce more than twice the lift required for hovering flight. In addition, spanwise lift was shown to generate induced drag on the wing. Induced drag increased both the model wing's lift and drag. The model allowed the development of a mathematical representation that could be refined to account for insect hovering characteristics and that could predict expected physical attributes of the fluid flow. This computational representation resulted in a profile of lift and drag production that corresponds to known force profiles for insect flight. The model of flapping flight was shown to produce results similar to biological observation and experiment, and these results can potentially be applied to the study of other flapping animals. This work provides a foundation on which to base further exploration and hypotheses regarding flapping flight.

Preliminary noise tests of the engine-over-the-wing concept. 2: 10 deg - 20 deg flap position

NASA Technical Reports Server (NTRS)

Reshotko, M.; Olsen, W. A.; Dorsch, R. G.

1972-01-01

Preliminary acoustic tests of the engine-over-the-wing concept as a method for reducing the aerodynamic noise created by conventional and short takeoff aircraft are discussed. Tests were conducted with a small wing section model having two flaps which can be set for either the landing or takeoff positions. Data was acquired with the flaps set at 10 degrees and 20 degrees for takeoff and 30 and 60 degrees for landing. The engine exhaust was simulated by an air jet from a convergent nozzle. Far field noise data are presented for nominal pressure ratios of 1.25, 1.4 and 1.7 for both the flyover and sideline modes.

Hummingbird wing efficacy depends on aspect ratio and compares with helicopter rotors

PubMed Central

Kruyt, Jan W.; Quicazán-Rubio, Elsa M.; van Heijst, GertJan F.; Altshuler, Douglas L.; Lentink, David

2014-01-01

Hummingbirds are the only birds that can sustain hovering. This unique flight behaviour comes, however, at high energetic cost. Based on helicopter and aeroplane design theory, we expect that hummingbird wing aspect ratio (AR), which ranges from about 3.0 to 4.5, determines aerodynamic efficacy. Previous quasi-steady experiments with a wing spinner set-up provide no support for this prediction. To test this more carefully, we compare the quasi-steady hover performance of 26 wings, from 12 hummingbird taxa. We spun the wings at angular velocities and angles of attack that are representative for every species and measured lift and torque more precisely. The power (aerodynamic torque × angular velocity) required to lift weight depends on aerodynamic efficacy, which is measured by the power factor. Our comparative analysis shows that AR has a modest influence on lift and drag forces, as reported earlier, but interspecific differences in power factor are large. During the downstroke, the power required to hover decreases for larger AR wings at the angles of attack at which hummingbirds flap their wings (p < 0.05). Quantitative flow visualization demonstrates that variation in hover power among hummingbird wings is driven by similar stable leading edge vortices that delay stall during the down- and upstroke. A side-by-side aerodynamic performance comparison of hummingbird wings and an advanced micro helicopter rotor shows that they are remarkably similar. PMID:25079868

How differential deflection of the inboard and outboard leading-edge flaps affected the handling qua

NASA Technical Reports Server (NTRS)

2002-01-01

How differential deflection of the inboard and outboard leading-edge flaps affected the handling qualities of this modified F/A-18A was evaluated during the first check flight in the Active Aeroelastic Wing program at NASA's Dryden Flight Research Center. The Active Aeroelastic Wing program at NASA's Dryden Flight Research Center seeks to determine the advantages of twisting flexible wings for primary maneuvering roll control at transonic and supersonic speeds, with traditional control surfaces such as ailerons and leading-edge flaps used to aerodynamically induce the twist. From flight test and simulation data, the program intends to develop structural modeling techniques and tools to help design lighter, more flexible high aspect-ratio wings for future high-performance aircraft, which could translate to more economical operation or greater payload capability. AAW flight tests began in November, 2002 with checkout and parameter-identification flights. Based on data obtained during the first flight series, new flight control software will be developed and a second series of research flights will then evaluate the AAW concept in a real-world environment. The program uses wings that were modified to the flexibility of the original pre-production F-18 wing. Other modifications include a new actuator to operate the outboard leading edge flap over a greater range and rate, and a research flight control system to host the aeroelastic wing control laws. The Active Aeroelastic Wing Program is jointly funded and managed by the Air Force Research Laboratory and NASA Dryden Flight Research Center, with Boeing's Phantom Works as prime contractor for wing modifications and flight control software development. The F/A-18A aircraft was provided by the Naval Aviation Systems Test Team and modified for its research role by NASA Dryden technicians.

STOLAND

NASA Technical Reports Server (NTRS)

Grgurich, J.; Bradbury, P.

1976-01-01

The STOLAND system includes air data, navigation, guidance, flight director (including a throttle flight director on the Augmentor Wing), 3-axis autopilot and autothrottle functions. The 3-axis autopilot and autothrottle control through parallel electric servos on both aircraft and on the augmentor wing, the system also interfaces with three electrohydraulic series actuators which drive the roll control surfaces, elevator and rudder. The system incorporates automatic configuration control of the flaps and nozzles on the augmentor wing and of the flaps on the Twin Otter. Interfaces are also provided to control the wing flap chokes on the Augmentor Wing and the spoilers on the Twin Otter. The STOLAND system has all the capabilities of a conventional integrated avionics system. Aircraft stabilization is provided in pitch, roll and yaw including control wheel steering in pitch and roll. The basic modes include altitude hold and select, indicated airspeed hold and select, flight path angle hold and select, and heading hold and select. The system can couple to TACAN and VOR/DME navaids for conventional radial flying.

Pitching stability analysis of half-rotating wing air vehicle

NASA Astrophysics Data System (ADS)

Wang, Xiaoyi; Wu, Yang; Li, Qian; Li, Congmin; Qiu, Zhizhen

2017-06-01

Half-Rotating Wing (HRW) is a new power wing which had been developed by our work team using rotating-type flapping instead of oscillating-type flapping. Half-Rotating Wing Air Vehicle (HRWAV) is similar as Bionic Flapping Wing Air Vehicle (BFWAV). It is necessary to guarantee pitching stability of HRWAV to maintain flight stability. The working principle of HRW was firstly introduced in this paper. The rule of motion indicated that the fuselage of HRWAV without empennage would overturn forward as it generated increased pitching movement. Therefore, the empennage was added on the tail of HRWAV to balance the additional moment generated by aerodynamic force during flight. The stability analysis further shows that empennage could weaken rapidly the pitching disturbance on HRWAV and a new balance of fuselage could be achieved in a short time. Case study using numerical analysis verified correctness and validity of research results mentioned above, which could provide theoretical guidance to design and control HRWAV.

Effects of Inertial Power and Inertial Force on Bat Wings.

PubMed

Yin, Dongfu; Zhang, Zhisheng; Dai, Min

2016-06-01

The inertial power and inertial force of wings are important factors in evaluating the flight performance of native bats. Based on measurement data of wing size and motions of Eptesicus fuscus, we present a new computational bat wing model with divided fragments of skeletons and membrane. The motions of the model were verified by comparing the joint and tip trajectories with native bats. The influences of flap, sweep, elbow, wrist and digits motions, the effects of different bones and membrane of bat wing, the components on vertical, spanwise and fore-aft directions of the inertial power and force were analyzed. Our results indicate that the flap, sweep, and elbow motions contribute the main inertial power and force; the membrane occupies an important proportion of the inertial power and force; inertial power on flap direction was larger, while variations of inertial forces on different directions were not evident. These methods and results offer insights into flight dynamics in other flying animals and may contribute to the design of future robotic bats.

Power and efficiency analysis of a flapping wing wind energy harvester

NASA Astrophysics Data System (ADS)

Bryant, Matthew; Shafer, Michael W.; Garcia, Ephrahim

2012-04-01

Energy harvesting from flowing fluids using flapping wings and fluttering aeroelastic structures has recently gained significant research attention as a possible alternative to traditional rotary turbines, especially at and below the centimeter scale. One promising approach uses an aeroelastic flutter instability to drive limit cycle oscillations of a flexible piezoelectric energy harvesting structure. Such a system is well suited to miniaturization and could be used to create self-powered wireless sensors wherever ambient flows are available. In this paper, we examine modeling of the aerodynamic forces, power extraction, and efficiency of such a flapping wing energy harvester at a low Reynolds number on the order of 1000. Two modeling approaches are considered, a quasi-steady method generalized from existing models of insect flight and a modified model that includes terms to account to the effects of dynamic stall. The modified model is shown to provide better agreement with CFD simulations of a flapping energy harvester.

The calculated effect of trailing-edge flaps on the take-off of flying boats

NASA Technical Reports Server (NTRS)

Parkinson, J E; Bell, J W

1934-01-01

The results of take-off calculations are given for an application of simple trailing-edge flaps to two hypothetical flying boats, one having medium wing and power loading and consequently considerable excess of thrust over total resistance during the take-off run, the other having high wing and power loading and a very low excess thrust. For these seaplanes the effect of downward flap settings was: (1) to increase the total resistance below the stalling speed, (2) to decrease the get-away speed, (3) to improve the take-off performance of the seaplane having considerable excess thrust, and (4) to hinder the take-off of the seaplane having low excess thrust. It is indicated that flaps would allow a decrease in the high angles of wing setting necessary with most seaplanes, provided that the excess thrust is not too low.

A wind tunnel investigation of the wake near the trailing edge of a deflected externally blown flap. [on a jet powered STOL transport aircraft

NASA Technical Reports Server (NTRS)

Johnson, W. G., Jr.; Kardas, G. E.

1974-01-01

The model tested was a general research model of a swept-wing, jet-powered STOL transport with externally blown flaps. The model was tested with four engine simulators mounted on pylons under the wing. Tests were conducted in the V/STOL tunnel over an angle of attack range of 0 deg to 16 deg and a thrust coefficient range from 0 to approximately 4 at a Reynolds number of 0.461 x 1 million based on the wing reference chord. The results of this investigation are presented primarily as plots of the individual velocity vectors obtained from the wake survey. These data are used to extend an earlier analysis to isolate the effects of the engine thrust on the behavior of the flow at the flap trailing edge. Results of a comparison with a jet-flap theory are also shown.

Aerodynamic characteristics of a large-scale semispan model with a swept wing and an augmented jet flap with hypermixing nozzles. [Ames 40- by 80-Foot Wind Tunnel and Static Test Facility

NASA Technical Reports Server (NTRS)

Aiken, T. N.; Falarski, M. D.; Koenin, D. G.

1979-01-01

The aerodynamic characteristics of the augmentor wing concept with hypermixing primary nozzles were investigated. A large-scale semispan model in the Ames 40- by 80-Foot Wind Tunnel and Static Test Facility was used. The trailing edge, augmentor flap system occupied 65% of the span and consisted of two fixed pivot flaps. The nozzle system consisted of hypermixing, lobe primary nozzles, and BLC slot nozzles at the forward inlet, both sides and ends of the throat, and at the aft flap. The entire wing leading edge was fitted with a 10% chord slat and a blowing slot. Outboard of the flap was a blown aileron. The model was tested statically and at forward speed. Primary parameters and their ranges included angle of attack from -12 to 32 degrees, flap angles of 20, 30, 45, 60 and 70 degrees, and deflection and diffuser area ratios from 1.16 to 2.22. Thrust coefficients ranged from 0 to 2.73, while nozzle pressure ratios varied from 1.0 to 2.34. Reynolds number per foot varied from 0 to 1.4 million. Analysis of the data indicated a maximum static, gross augmentation of 1.53 at a flap angle of 45 degrees. Analysis also indicated that the configuration was an efficient powered lift device and that the net thrust was comparable with augmentor wings of similar static performance. Performance at forward speed was best at a diffuser area ratio of 1.37.

Area-Suction Boundary-Layer Control as Applied to the Trailing-Edge Flaps of a 35 Degree Swept-Wing Airplane

NASA Technical Reports Server (NTRS)

Cook, Woodrow L; Anderson, Seth B; Cooper, George E

1958-01-01

A wind-tunnel investigation was made to determine the effects on the aerodynamic characteristics of a 35 degree swept-wing airplane of applying area-suction boundary-layer control to the trailing-edge flaps. Flight tests of a similar airplane were then conducted to determine the effect of boundary-layer control in the handling qualities and operation of the airplane, particularly during landing. The wind-tunnel and flight tests indicated that area suction applied to the trailing-edge flaps produced significant increases in flap lift increment. Although the flap boundary-layer control reduced the stall speed only slightly, a reduction in minimum comfortable approach speed of about 12 knots was obtained.

Optimal propulsive flapping in Stokes flows.

PubMed

Was, Loïc; Lauga, Eric

2014-03-01

Swimming fish and flying insects use the flapping of fins and wings to generate thrust. In contrast, microscopic organisms typically deform their appendages in a wavelike fashion. Since a flapping motion with two degrees of freedom is able, in theory, to produce net forces from a time-periodic actuation at all Reynolds numbers, we compute in this paper the optimal flapping kinematics of a rigid spheroid in a Stokes flow. The hydrodynamics for the force generation and energetics of the flapping motion is solved exactly. We then compute analytically the gradient of a flapping efficiency in the space of all flapping gaits and employ it to derive numerically the optimal flapping kinematics as a function of the shape of the flapper and the amplitude of the motion. The kinematics of optimal flapping are observed to depend weakly on the flapper shape and are very similar to the figure-eight motion observed in the motion of insect wings. Our results suggest that flapping could be a exploited experimentally as a propulsion mechanism valid across the whole range of Reynolds numbers.

Vortex leading edge flap assembly for supersonic airplanes

NASA Technical Reports Server (NTRS)

Rudolph, Peter K. C. (Inventor)

1997-01-01

A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29). The flap motion is essentially normal to the airloads and therefore requires only low actuation forces.

Active Flow Separation Control on a NACA 0015 Wing Using Fluidic Actuators

NASA Technical Reports Server (NTRS)

Melton, Latunia P.

2014-01-01

Results are presented from a recent set of wind tunnel experiments using sweeping jet actuators to control ow separation on the 30% chord trailing edge ap of a 30 deg. swept wing model with an aspect ratio (AR) of 4.35. Two sweeping jet actuator locations were examined, one on the flap shoulder and one on the trailing edge flap. The parameters that were varied included actuator momentum, freestream velocity, and trailing edge flap deflection (Delta f ) angle. The primary focus of this set of experiments was to determine the mass flow and momentum requirements for controlling separation on the flap, especially at large flap deflection angles which would be characteristic of a high lift system. Surface pressure data, force and moment data, and stereoscopic particle image velocimetry (PIV) data were acquired to evaluate the performance benefits due to applying active flow control. Improvements in lift over the majority of the wing span were obtained using sweeping jet actuator control. High momentum coefficient, Cu, levels were needed when using the actuators on the ap because they were located downstream of separation. Actuators on the flap shoulder performed slightly better but actuator size, orientation, and spacing still need to be optimized.

Theoretical characteristics in supersonic flow of two types of control surfaces on triangular wings

NASA Technical Reports Server (NTRS)

Tucker, Warren A; Nelson, Robert L

1949-01-01

Methods based on the linearized theory for supersonic flow were used to find the characteristics of two types of control surfaces on thin triangular wings. The first type, the constant-chord partial-span flap, was considered to extend either outboard from the center of the wing or inboard from the wing tip. The second type, the full-triangular-tip flap, was treated only for the case in which the Mach number component normal to the leading edge is supersonic. For each type, expressions were found for the lift, rolling-moment, pitching-moment, and hinge-moment characteristics.

Three-dimensional, high-resolution skeletal kinematics of the avian wing and shoulder during ascending flapping flight and uphill flap-running.

PubMed

Baier, David B; Gatesy, Stephen M; Dial, Kenneth P

2013-01-01

Past studies have shown that birds use their wings not only for flight, but also when ascending steep inclines. Uphill flap-running or wing-assisted incline running (WAIR) is used by both flight-incapable fledglings and flight-capable adults to retreat to an elevated refuge. Despite the broadly varying direction of travel during WAIR, level, and descending flight, recent studies have found that the basic wing path remains relatively invariant with reference to gravity. If so, joints undergo disparate motions to maintain a consistent wing path during those specific flapping modes. The underlying skeletal motions, however, are masked by feathers and skin. To improve our understanding of the form-functional relationship of the skeletal apparatus and joint morphology with a corresponding locomotor behavior, we used XROMM (X-ray Reconstruction of Moving Morphology) to quantify 3-D skeletal kinematics in chukars (Alectoris chukar) during WAIR (ascending with legs and wings) and ascending flight (AF, ascending with wings only) along comparable trajectories. Evidence here from the wing joints demonstrates that the glenohumeral joint controls the vast majority of wing movements. More distal joints are primarily involved in modifying wing shape. All bones are in relatively similar orientations at the top of upstroke during both behaviors, but then diverge through downstroke. Total excursion of the wing is much smaller during WAIR and the tip of the manus follows a more vertical path. The WAIR stroke appears "truncated" relative to ascending flight, primarily stemming from ca. 50% reduction in humeral depression. Additionally, the elbow and wrist exhibit reduced ranges of angular excursions during WAIR. The glenohumeral joint moves in a pattern congruent with being constrained by the acrocoracohumeral ligament. Finally, we found pronounced lateral bending of the furcula during the wingbeat cycle during ascending flight only, though the phasic pattern in chukars is opposite of that observed in starlings (Sturnus vulgaris).

Power reduction and the radial limit of stall delay in revolving wings of different aspect ratio

PubMed Central

Kruyt, Jan W.; van Heijst, GertJan F.; Altshuler, Douglas L.; Lentink, David

2015-01-01

Airplanes and helicopters use high aspect ratio wings to reduce the power required to fly, but must operate at low angle of attack to prevent flow separation and stall. Animals capable of slow sustained flight, such as hummingbirds, have low aspect ratio wings and flap their wings at high angle of attack without stalling. Instead, they generate an attached vortex along the leading edge of the wing that elevates lift. Previous studies have demonstrated that this vortex and high lift can be reproduced by revolving the animal wing at the same angle of attack. How do flapping and revolving animal wings delay stall and reduce power? It has been hypothesized that stall delay derives from having a short radial distance between the shoulder joint and wing tip, measured in chord lengths. This non-dimensional measure of wing length represents the relative magnitude of inertial forces versus rotational accelerations operating in the boundary layer of revolving and flapping wings. Here we show for a suite of aspect ratios, which represent both animal and aircraft wings, that the attachment of the leading edge vortex on a revolving wing is determined by wing aspect ratio, defined with respect to the centre of revolution. At high angle of attack, the vortex remains attached when the local radius is shorter than four chord lengths and separates outboard on higher aspect ratio wings. This radial stall limit explains why revolving high aspect ratio wings (of helicopters) require less power compared with low aspect ratio wings (of hummingbirds) at low angle of attack and vice versa at high angle of attack. PMID:25788539

Engine-over-the-wing noise research

NASA Technical Reports Server (NTRS)

Reshotko, M.; Goodykoontz, J. H.; Dorsch, R. G.

1973-01-01

Acoustic measurements for large model eingine-over-the-wing (EOW) research configurations having both conventional and powered lift applications were taken for flap positions typical of takeoff and approach and at locations simulating flyover and sideline. The results indicate that the noise is shielded by the wing and redirected above it, making the EOW concept a prime contender for quiet aircraft. The large-scale noise data are in agreement with earlier small-model results. Below the wing, the EOW configuration is about 10 PNdb quieter than the engine-under-the-wing externally-blown-flap for powered lift, and up to 10 db quieter than the nozzle alone at high frequencies for conventional lift applications.

High Performance Piezoelectric Actuators and Wings for Nano Air Vehicles

DTIC Science & Technology

2012-08-26

we designed and fabricated the LionFly, a flapping wing prototype actuated by a PZT -5H bimorph actuator. Several LionFly prototypes were fabricated...in the literature, using PZT thin film actuators directly coupled to a 2.5 mm SiO2/Si3N4/T i-Au wing that produces large flapping angle at resonance...for larger scale mechanisms [17, 9]. For PAVs, linear electromagnetic ac- tuation [21] and bulk PZT bimorph actuators [8], and thin film PZT unimorph

Analysis of Low-Speed Stall Aerodynamics of a Swept Wing with Seamless Flaps

NASA Technical Reports Server (NTRS)

Bui, Trong T.

2016-01-01

Computational fluid dynamics (CFD) analysis was conducted to study the low-speed stall aerodynamics of a Gulfstream G-III airplane (Gulfstream Aerospace Corporation, Savannah, Georgia) swept wing modified with an experimental seamless, compliant flap called the Adaptive Compliant Trailing Edge (ACTE) flap. The stall characteristics of the modified ACTE wing were analyzed and compared with the unmodified, clean wing at the flight speed of 120 knots and altitude of 2300 feet above mean sea level, in free air as well as in ground effect. A polyhedral finite-volume unstructured full Navier-Stokes CFD code, STAR-CCM (registered trademark) plus (CD-adapco [Computational Dynamics Limited, United Kingdom, and Analysis & Design Application Co., United States]), was used. Steady Reynolds-averaged Navier-Stokes CFD simulations were conducted for a clean wing and the ACTE wings at various ACTE deflection angles in free air (-2 degrees, 15 degrees, and 30 degrees) as well as in ground effect (15 degrees and 30 degrees). Solution sensitivities to grid densities were examined. In free air, the ACTE wings are predicted to stall at lower angles of attack than the clean wing. In ground effect, all wings are predicted to stall at lower angles of attack than the corresponding wings in free air. Even though the lift curves are higher in ground effect than in free air, the maximum lift coefficients for all wings are lower in ground effect. Finally, the lift increase due to ground effect for the ACTE wing is predicted to be less than the clean wing.

Measured and predicted impingement noise for a model-scale under the wing externally blown flap configuration with a QCSEE type nozzle

NASA Technical Reports Server (NTRS)

Mckinzie, D. J., Jr.

1980-01-01

Jet/flap interaction noise was measured and predicted for a small-scale model two-flap, under-the-wing, externally blown flap configuration equipped with and without noise suppression devices. The devices consisted of short spanwise fairings centered in relationship to the jet axis and positioned in the slots between the wing and flaps. The nozzle approximated that of the Quiet Clean Short-haul Experimental Engine (QCSEE). Takeoff noise reductions of 6 dB in the flyover and 5 dB in the sideline plane were obtained over a wide range of radiation angles. Approach noise reductions of about 5 dB were obtained only in the forward quadrant of the flyover plane; no reductions were obtained in the sideline plane. Models of several noise sources were combined analytically to form an overall noise prediction, the results from which compared favorably with the measured data. The aerodynamic performance characteristics for these configurations were substantially the same in the takeoff attitude. However, in the approach attitude, the suppressed configuration produced a 6 percent reduction in the flow turning efficiency.

Aeroelastic Modeling of Elastically Shaped Aircraft Concept via Wing Shaping Control for Drag Reduction

NASA Technical Reports Server (NTRS)

Nguyen, Nhan; James Urnes, Sr.

2012-01-01

Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.

Gyroscopic sensing in the wings of the hawkmoth Manduca sexta: the role of sensor location and directional sensitivity.

PubMed

Hinson, Brian T; Morgansen, Kristi A

2015-10-06

The wings of the hawkmoth Manduca sexta are lined with mechanoreceptors called campaniform sensilla that encode wing deformations. During flight, the wings deform in response to a variety of stimuli, including inertial-elastic loads due to the wing flapping motion, aerodynamic loads, and exogenous inertial loads transmitted by disturbances. Because the wings are actuated, flexible structures, the strain-sensitive campaniform sensilla are capable of detecting inertial rotations and accelerations, allowing the wings to serve not only as a primary actuator, but also as a gyroscopic sensor for flight control. We study the gyroscopic sensing of the hawkmoth wings from a control theoretic perspective. Through the development of a low-order model of flexible wing flapping dynamics, and the use of nonlinear observability analysis, we show that the rotational acceleration inherent in wing flapping enables the wings to serve as gyroscopic sensors. We compute a measure of sensor fitness as a function of sensor location and directional sensitivity by using the simulation-based empirical observability Gramian. Our results indicate that gyroscopic information is encoded primarily through shear strain due to wing twisting, where inertial rotations cause detectable changes in pronation and supination timing and magnitude. We solve an observability-based optimal sensor placement problem to find the optimal configuration of strain sensor locations and directional sensitivities for detecting inertial rotations. The optimal sensor configuration shows parallels to the campaniform sensilla found on hawkmoth wings, with clusters of sensors near the wing root and wing tip. The optimal spatial distribution of strain directional sensitivity provides a hypothesis for how heterogeneity of campaniform sensilla may be distributed.

Low-Speed Wind-Tunnel Investigation of Blowing Boundary-Layer Control on Leading- and Trailing-Edge Flaps of a Large-Scale, Low-Aspect-Ratio, 45 Swept-wing Airplane Configuration

NASA Technical Reports Server (NTRS)

Maki, Ralph L.

1959-01-01

Blowing boundary-layer control was applied to the leading- and trailing-edge flaps of a 45 deg sweptback-wing complete model in a full-scale low-speed wind-tunnel study. The principal purpose of the study was to determine the effects of leading-edge flap deflection and boundary-layer control on maximum lift and longitudinal stability. Leading-edge flap deflection alone was sufficient to maintain static longitudinal stability without trailing-edge flaps. However, leading-edge flap blowing was required to maintain longitudinal stability by delaying leading-edge flow separation when trailing-edge flaps were deflected either with or without blowing. Partial-span leading-edge flaps deflected 60 deg with moderate blowing gave the major increase in maximum lift, although higher deflection and additional blowing gave some further increase. Inboard of 0.4 semispan leading-edge flap deflection could be reduced to 40 deg and/or blowing could be omitted with only small loss in maximum lift. Trailing-edge flap lift increments were increased by boundary-layer control for deflections greater than 45 deg. Maximum lift was not increased with deflected trailing-edge flaps with blowing.

Aerodynamics of Low Reynolds Number Rigid Flapping Wing Under Hover and Freestream Conditions

NASA Astrophysics Data System (ADS)

Trizila, Patrick Clark

Micro air vehicles (MAVs) are defined by all spatial dimensions being less than 15 cm. Equipped with a video camera or a sensor, these vehicles could perform surveillance and reconnaissance with low rates of detection, or environmental and bio-chemical sensing at remote or otherwise hazardous locations. Its size makes the MAV easily transported and deployed as well as inexpensive and more expendable than alternatives, e.g. an airplane, a satellite, or a human. The ability to hover for an MAV is highly desirable in these contexts. The approach taken in the current studies is to numerically simulate the aerodynamics about flapping wings while controlling the kinematic motions and environmental conditions. Two complementary sets of tools were used in the investigations. Navier-Stokes solvers were used to obtain detailed fluid physics information, instantaneous force data, and to train the surrogate models. The surrogate models were used to estimate the average lift and power required over a flapping cycle while also providing information on the sensitivity of the kinematic variables, to identify trends in lift and power required as a function of the kinematic variables, and to construct a Pareto front showing the trade-offs between the competing objectives. Findings include i) an examination of the competing influences introduced by tip vortices, and it was seen that they could increase lift compared to their analogous 2D cases, counter to classical steady state theory. ii) The highest time averaged lift values were found during kinematics with high angles of attack during advanced rotation as they promoted LEV generation and subsequently took advantage of them during wake capture. iii) Kinematics with synchronized rotation and low angles of attack had surprisingly similar 2D and low-aspect-ratio force histories. iv) Modest environmental perturbations, those a fraction of the translational wing velocity, can have a profound impact on the resulting forces. Closely related open questions regard how the Reynolds number, planform shape, and the flapping about a point, with the resulting centripetal accelerations, affect the LEV and tip vortex development. Particularly what guiding principles should be kept in mind when exploring these degrees of freedom in the context of MAV design?

Pressure distributions from subsonic tests of an advanced laminar-flow-control wing with leading- and trailing-edge flaps

NASA Technical Reports Server (NTRS)

Applin, Zachary T.; Gentry, Garl L., Jr.

1988-01-01

An unswept, semispan wing model equipped with full-span leading- and trailing-edge flaps was tested in the Langley 14- by 22-Foot Subsonic Tunnel to determine the effect of high-lift components on the aerodynamics of an advanced laminar-flow-control (LFC) airfoil section. Chordwise pressure distributions near the midsemispan were measured for four configurations: cruise, trailing-edge flap only, and trailing-edge flap with a leading-edge Krueger flap of either 0.10 or 0.12 chord. Part 1 of this report (under separate cover) presents a representative sample of the plotted pressure distribution data for each configuration tested. Part 2 presents the entire set of plotted and tabulated pressure distribution data. The data are presented without analysis.

Notes on the technique of landing airplanes equipped with wing flaps

NASA Technical Reports Server (NTRS)

Gough, Melvin N

1936-01-01

The proper landing of airplanes equipped with flaps, although probably no more difficult than landing without them, requires a different technique. The effects of flaps on the aerodynamics characteristics of a wing are given and, with the aid of figures and diagrams, a detailed comparison of the glide and landing of an airplane with and without flaps is made. The dangers attending improper execution and the importance of such factors as air speed fuselage attitude, glide-path angle, and control manipulation, upon all of which a pilot bases his judgement, are emphasized. Of most importance in connection with the use of flaps are: the maintenance of a sufficient margin of speed above the stall; a decisive use of the controls at the proper time; more cautious use of power during the approach glide; and, above all, the willingness to accept the steep nose-down attitude necessary in the glide resulting from the use of flaps.

Wind-tunnel studies of advanced cargo aircraft concepts. [leading edge vortex flaps for drag reduction

NASA Technical Reports Server (NTRS)

Rao, D. M.; Goglia, G. L.

1981-01-01

Accomplishments in vortex flap research are summarized. A singular feature of the vortex flap is that, throughout the range of angle of attack range, the flow type remains qualitatively unchanged. Accordingly, no large or sudden change in the aerodynamic characteristics, as happens when forcibly maintained attached flow suddenly reverts to separation, will occur with the vortex flap. Typical wind tunnel test data are presented which show the drag reduction potential of the vortex flap concept applied to a supersonic cruise airplane configuration. The new technology offers a means of aerodynamically augmenting roll-control effectiveness on slender wings at higher angles of attack by manipulating the vortex flow generated from leading edge separation. The proposed manipulator takes the form of a flap hinged at or close to the leading edge, normally retracted flush with the wing upper surface to conform to the airfoil shape.

Functional Gustatory Role of Chemoreceptors in Drosophila Wings.

PubMed

Raad, Hussein; Ferveur, Jean-François; Ledger, Neil; Capovilla, Maria; Robichon, Alain

2016-05-17

Neuroanatomical evidence argues for the presence of taste sensilla in Drosophila wings; however, the taste physiology of insect wings remains hypothetical, and a comprehensive link to mechanical functions, such as flight, wing flapping, and grooming, is lacking. Our data show that the sensilla of the Drosophila anterior wing margin respond to both sweet and bitter molecules through an increase in cytosolic Ca(2+) levels. Conversely, genetically modified flies presenting a wing-specific reduction in chemosensory cells show severe defects in both wing taste signaling and the exploratory guidance associated with chemodetection. In Drosophila, the chemodetection machinery includes mechanical grooming, which facilitates the contact between tastants and wing chemoreceptors, and the vibrations of flapping wings that nebulize volatile molecules as carboxylic acids. Together, these data demonstrate that the Drosophila wing chemosensory sensilla are a functional taste organ and that they may have a role in the exploration of ecological niches. Copyright © 2016 The Author(s). Published by Elsevier Inc. All rights reserved.

Subsonic wind-tunnel measurements of a slender wing-body configuration employing a vortex flap

NASA Technical Reports Server (NTRS)

Frink, Neal T.

1987-01-01

A wind tunnel study at Mach 0.4 was conducted for a slender wing-body configuration with a leading edge vortex flap of curved planform that is deflectable about a 74 degree swept hinge line. The basic data consist of a unique combination of longitudinal aerodynamic, surface pressure, and vortex flap hinge-moment measurements on a common model. The longitudinal aerodynamic, pressure and hinge-moment data are presented without analysis in tabular format. Plots of the tabulated pressure data are also given.

A fast acting electrical servo for the actuation of full span, Fowler-type wing flaps in DLC applications: A detail design study

NASA Technical Reports Server (NTRS)

Smetana, F. O.; Montoya, R. J.; Carden, R. K.

1972-01-01

The philosophy and detail design of an electro-mechanical actuator for Fowler-type wing flaps which have a response time constant of 0.025 seconds are described. A conventional electrical servomotor with a power rating twice the maximum power delivered to the load is employed along with adaptive, gain-scheduled feedback and various logic circuits, including one to remove electrical excitation from the motor during extended periods when no motion of the flap is desired.

Self-actuating and self-diagnosing plastically deforming piezo-composite flapping wing MAV

NASA Astrophysics Data System (ADS)

Harish, Ajay B.; Harursampath, Dineshkumar; Mahapatra, D. Roy

2011-04-01

In this work, we propose a constitutive model to describe the behavior of Piezoelectric Fiber Reinforced Composite (PFRC) material consisting of elasto-plastic matrix reinforced by strong elastic piezoelectric fibers. Computational efficiency is achieved using analytical solutions for elastic stifness matrix derived from Variational Asymptotic Methods (VAM). This is extended to provide Structural Health Monitoring (SHM) based on plasticity induced degradation of flapping frequency of PFRC. Overall this work provides an effective mathematical tool that can be used for structural self-health monitoring of plasticity induced flapping degradation of PFRC flapping wing MAVs. The developed tool can be re-calibrated to also provide SHM for other forms of failures like fatigue, matrix cracking etc.

Blowing-Type Boundary-Layer Control as Applied to the Trailing-Edge Flaps of a 35 Degree Swept-Wing Airplane

NASA Technical Reports Server (NTRS)

Kelly, Mark W; Anderson, Seth B; Innis, Robert C

1958-01-01

A wind-tunnel investigation was made to determine the effects on the aerodynamic characteristics of a 35 degree swept-wing airplane of applying blowing-type boundary-layer control to the trailing-edge flaps. Flight tests of a similar airplane were then conducted to determine the effects of boundary-layer control on the handling qualities and operation of the airplane, particularly during landing and take-off. The wind-tunnel and flight tests indicated that blowing over the flaps produced large increases in flap lift increment, and significant increases in maximum lift. The use of blowing permitted reductions in the landing approach speeds of as much as 12 knots.

Flight-Test Evaluation of the Longitudinal Stability and Control Characteristics of 0.5-Scale Models of the Fairchild Lark Pilotless-Aircraft Configuration: Standard Configuration with Wing Flaps Deflected 60 Degrees and Model having Tail in Line with Wings, TED No. NACA 2387

NASA Technical Reports Server (NTRS)

Stone, David G.

1947-01-01

Flight tests were conducted at the Flight Test Station of the Pilotless Aircraft Research Division at Wallop Island, Va., to determine the longitudinal control and stability characteristics of 0.5-scale models of the Fairchild Lark pilotless aircraft with the tail in line with the wings a d with the horizontal wing flaps deflected 60 deg. The data were obtained by the use of a telemeter and by radar tracking.

Artificial evolution of the morphology and kinematics in a flapping-wing mini-UAV.

PubMed

de Margerie, E; Mouret, J B; Doncieux, S; Meyer, J-A

2007-12-01

Birds demonstrate that flapping-wing flight (FWF) is a versatile flight mode, compatible with hovering, forward flight and gliding to save energy. This extended flight domain would be especially useful on mini-UAVs. However, design is challenging because aerodynamic efficiency is conditioned by complex movements of the wings, and because many interactions exist between morphological (wing area, aspect ratio) and kinematic parameters (flapping frequency, stroke amplitude, wing unfolding). Here we used artificial evolution to optimize these morpho-kinematic features on a simulated 1 kg UAV, equipped with wings articulated at the shoulder and wrist. Flight tests were conducted in a dedicated steady aerodynamics simulator. Parameters generating horizontal flight for minimal mechanical power were retained. Results showed that flight at medium speed (10-12 m s(-1)) can be obtained for reasonable mechanical power (20 W kg(-1)), while flight at higher speed (16-20 m s(-1)) implied increased power (30-50 W kg(-1)). Flight at low speed (6-8 m s(-1)) necessitated unrealistic power levels (70-500 W kg(-1)), probably because our simulator neglected unsteady aerodynamics. The underlying adaptation of morphology and kinematics to varying flight speed were compared to available biological data on the flight of birds.

Collision-avoidance behaviors of minimally restrained flying locusts to looming stimuli

PubMed Central

Chan, R. WM.; Gabbiani, F.

2013-01-01

SUMMARY Visually guided collision avoidance is of paramount importance in flight, for instance to allow escape from potential predators. Yet, little is known about the types of collision-avoidance behaviors that may be generated by flying animals in response to an impending visual threat. We studied the behavior of minimally restrained locusts flying in a wind tunnel as they were subjected to looming stimuli presented to the side of the animal, simulating the approach of an object on a collision course. Using high-speed movie recordings, we observed a wide variety of collision-avoidance behaviors including climbs and dives away from – but also towards – the stimulus. In a more restrained setting, we were able to relate kinematic parameters of the flapping wings with yaw changes in the trajectory of the animal. Asymmetric wing flapping was most strongly correlated with changes in yaw, but we also observed a substantial effect of wing deformations. Additionally, the effect of wing deformations on yaw was relatively independent of that of wing asymmetries. Thus, flying locusts exhibit a rich range of collision-avoidance behaviors that depend on several distinct aerodynamic characteristics of wing flapping flight. PMID:23364572

AHPCRC - Army High Performance Computing Research Center

DTIC Science & Technology

2008-01-01

University) Birds and insects use complex flapping and twisting wing motions to maneuver, hover, avoid obstacles, and maintain or regain their...vehicles for use in sensing, surveillance, and wireless communications. HPC simulations examine plunging, pitching, and twisting motions of aeroelastic...wings, to optimize the amplitudes and frequencies of flapping and twisting motions for the maximum amount of thrust. Several methods of calculation

Investigation of Dive Brakes and a Dive-Recovery Flap on a High-Aspect-Ratio Wing in the Langley 8-Foot High-Speed Tunnel

NASA Technical Reports Server (NTRS)

Mattson, Axel T.

1946-01-01

The results of tests made to determine the aerodynamic characteristics of a solid brake, a slotted brake, and a dive-recovery flap mounted on a high aspect ratio wing at high Mach numbers are presented. The data were obtained in the Langley 8-foot high-speed tunnel for corrected Mach numbers up to 0.940. The results have been analyzed with regard to the suitability of dive-control devices for a proposed high-speed airplane in limiting the airplane terminal Mach number by the use of dive brakes and in achieving favorable dive-recovery characteristics by the use of a dive-recovery flap. The analysis of the results indicated that the slotted brake would limit the proposed airplane terminal Mach number to values below 0.880 for altitudes up to 35,000 feet and a wing loading of 80 pounds per square foot and the dive-recovery flap would produce trim changes required for controlled pull-outs at 25,000 feet for a Mach number range from 0.800 to 0.900. Basic changes in spanwise loading are presented to aid in the evaluation of the wing strength requirements.

NASA Innovation Fund 2010 Project Elastically Shaped Future Air Vehicle Concept

NASA Technical Reports Server (NTRS)

Nguyen, Nhan

2010-01-01

This report describes a study conducted in 2010 under the NASA Innovation Fund Award to develop innovative future air vehicle concepts. Aerodynamic optimization was performed to produce three different aircraft configuration concepts for low drag, namely drooped wing, inflected wing, and squashed fuselage. A novel wing shaping control concept is introduced. This concept describes a new capability of actively controlling wing shape in-flight to minimize drag. In addition, a novel flight control effector concept is developed to enable wing shaping control. This concept is called a variable camber continuous trailing edge flap that can reduce drag by as much as 50% over a conventional flap. In totality, the potential benefits of fuel savings offered by these concepts can be significant.

Achieving bioinspired flapping wing hovering flight solutions on Mars via wing scaling.

PubMed

Bluman, James E; Pohly, Jeremy; Sridhar, Madhu; Kang, Chang-Kwon; Landrum, David Brian; Fahimi, Farbod; Aono, Hikaru

2018-05-29

Achieving atmospheric flight on Mars is challenging due to the low density of the Martian atmosphere. Aerodynamic forces are proportional to the atmospheric density, which limits the use of conventional aircraft designs on Mars. Here, we show using numerical simulations that a flapping wing robot can fly on Mars via bioinspired dynamic scaling. Trimmed, hovering flight is possible in a simulated Martian environment when dynamic similarity with insects on earth is achieved by preserving the relevant dimensionless parameters while scaling up the wings three to four times its normal size. The analysis is performed using a well-validated two-dimensional Navier-Stokes equation solver, coupled to a three-dimensional flight dynamics model to simulate free flight. The majority of power required is due to the inertia of the wing because of the ultra-low density. The inertial flap power can be substantially reduced through the use of a torsional spring. The minimum total power consumption is 188 W/kg when the torsional spring is driven at its natural frequency. © 2018 IOP Publishing Ltd.

Parachuting with bristled wings

NASA Astrophysics Data System (ADS)

Kasoju, Vishwa; Santhanakrishnan, Arvind; Senter, Michael; Armel, Kristen; Miller, Laura

2017-11-01

Free takeoff flight recordings of thrips (body length <1 mm) show that they can intermittently cease flapping and instead float passively downwards by spreading their bristled wings. Such drag-based parachuting can lower the speed of falling and aid in long distance dispersal by minimizing energetic demands needed for active flapping flight. However, the role of bristled wings in parachuting remains unclear. In this study, we examine if using bristled wings lowers drag forces in parachuting as compared to solid (non-bristled) wings. Wing angles and settling velocities were obtained from free takeoff flight videos. A solid wing model and bristled wing model with bristle spacing to diameter ratio of 5 performing translational motion were comparatively examined using a dynamically scaled robotic model. We measured force generated under varying wing angle from 45-75 degrees across a Reynolds number (Re) range of 1 to 15. Drag experienced by the wings decreased in both wing models when varying Re from 1 to 15. Leakiness of flow through bristles, visualized using spanwise PIV, and implications for force generation will be presented. Numerical simulations will be used to investigate the stability of free fall using bristled wings.

Loads Model Development and Analysis for the F/A-18 Active Aeroelastic Wing Airplane

NASA Technical Reports Server (NTRS)

Allen, Michael J.; Lizotte, Andrew M.; Dibley, Ryan P.; Clarke, Robert

2005-01-01

The Active Aeroelastic Wing airplane was successfully flight-tested in March 2005. During phase 1 of the two-phase program, an onboard excitation system provided independent control surface movements that were used to develop a loads model for the wing structure and wing control surfaces. The resulting loads model, which was used to develop the control laws for phase 2, is described. The loads model was developed from flight data through the use of a multiple linear regression technique. The loads model input consisted of aircraft states and control surface positions, in addition to nonlinear inputs that were calculated from flight-measured parameters. The loads model output for each wing consisted of wing-root bending moment and torque, wing-fold bending moment and torque, inboard and outboard leading-edge flap hinge moment, trailing-edge flap hinge moment, and aileron hinge moment. The development of the Active Aeroelastic Wing loads model is described, and the ability of the model to predict loads during phase 2 research maneuvers is demonstrated. Results show a good match to phase 2 flight data for all loads except inboard and outboard leading-edge flap hinge moments at certain flight conditions. The average load prediction errors for all loads at all flight conditions are 9.1 percent for maximum stick-deflection rolls, 4.4 percent for 5-g windup turns, and 7.7 percent for 4-g rolling pullouts.

Aerodynamic performance and particle image velocimetery of piezo actuated biomimetic manduca sexta engineered wings towards the design and application of a flapping wing flight vehicle

NASA Astrophysics Data System (ADS)

DeLuca, Anthony M.

Considerable research and investigation has been conducted on the aerodynamic performance, and the predominate flow physics of the Manduca Sexta size of biomimetically designed and fabricated wings as part of the AFIT FWMAV design project. Despite a burgeoning interest and research into the diverse field of flapping wing flight and biomimicry, the aerodynamics of flapping wing flight remains a nebulous field of science with considerable variance into the theoretical abstractions surrounding aerodynamic mechanisms responsible for aerial performance. Traditional FWMAV flight models assume a form of a quasi-steady approximation of wing aerodynamics based on an infinite wing blade element model (BEM). An accurate estimation of the lift, drag, and side force coefficients is a critical component of autonomous stability and control models. This research focused on two separate experimental avenues into the aerodynamics of AFIT's engineered hawkmoth wings|forces and flow visualization. 1. Six degree of freedom force balance testing, and high speed video analysis was conducted on 30°, 45°, and 60° angle stop wings. A novel, non-intrusive optical tracking algorithm was developed utilizing a combination of a Gaussian Mixture Model (GMM) and ComputerVision (OpenCV) tools to track the wing in motion from multiple cameras. A complete mapping of the wing's kinematic angles as a function of driving amplitude was performed. The stroke angle, elevation angle, and angle of attack were tabulated for all three wings at driving amplitudes ranging from A=0.3 to A=0.6. The wing kinematics together with the force balance data was used to develop several aerodynamic force coefficient models. A combined translational and rotational aerodynamic model predicted lift forces within 10%, and vertical forces within 6%. The total power consumption was calculated for each of the three wings, and a Figure of Merit was calculated for each wing as a general expression of the overall efficiency of the wing. Th 60° angle stop wing achieved the largest total stroke angle and generated the most lift for the lowest power consumption of the wings tested. 2. Phase averaged stereo Particle Image Velocimetry (PIV) data was collected at eight phases through the flap cycle on the 30°, 45°, and 60° angle stop wings. Wings were mounted transverse and parallel to the interrogating laser sheet, and planar velocity intersections at the wing mid-span, one chord below the wing, were compared to one another to verify data fidelity. A Rankine-Froude actuator disk model was adapted to calculate the approximate vertical thrust generated from the total momentum flux through the flapping semi-disk using the velocity field measurements. Three component stereo u, v, and w-velocity contour measurements confirmed the presence of extensive vortical structures in the vicinity of the wing. The leading edge vortex was successfully tracked through the stroke cycle appearing at approximately 25% span, increasing in circulatory strength and translational velocity down the span toward the tip, and dissipating just after 75% span. Thrust calculations showed the vertically mounted wing more accurately represented the vertical forces when compared to its corresponding force balance measurement than the horizontally mounted wing. The mid-span showed the highest vertical velocity profile below the wing; and hence, was the location responsible for the majority of lift production along the span.

Vortical flow management for improved configuration aerodynamics: Recent experiences

NASA Technical Reports Server (NTRS)

Rao, D. M.

1983-01-01

Recent progress in vortex-control applications for alleviating the adverse consequences of three dimensional separation and vortical interactions on slender body/swept wing configurations is reported. Examples include helical separation trip to alleviate the side force due to forebody vortex asymmetry; hinged strakes to avoid vortex breakdown effects; compartmentation of swept leading edge separation to delay the pitch-up instability; under wing vortex trip and vortex trip and vortex flaps for drag reduction at high lift; and an apex-flap trimmer to fully utilize the lift capability of trailing-edge flaps for take off and landing of delta wings. Experimental results on generic wind-tunnel models are presented to illustrate the vortex-management concepts involved and to indicate their potential for enhancing the subsonic aerodynamics of supersonic-cruise type vehicles.

Wind Tunnel Investigation of Passive Porosity Applied to the Leading-Edge Extension and Leading-Edge Flaps on a Slender Wing at Subsonic Speed

NASA Technical Reports Server (NTRS)

Erickson, Gary E.

2017-01-01

A wind tunnel experiment was conducted in the NASA Langley Research Center 7- by 10-Foot High Speed Tunnel to determine the effects of passive surface porosity on the subsonic vortex flow interactions about a general research fighter configuration. Flow-through porosity was applied to the leading-edge extension, or LEX, and leading-edge flaps mounted to a 65deg cropped delta wing model as a potential vortex flow control technique at high angles of attack. All combinations of porous and nonporous LEX and flaps were investigated. Wing upper surface static pressure distributions and six-component forces and moments were obtained at a free-stream Mach number of 0.20 corresponding to a Reynolds number of 1.35(106) per foot, angles of attack up to 45deg, angles of sideslip of 0deg and +/-5deg, and leading-edge flap deflections of 0deg and 30deg.

Interaction of the elytra and hind wing of a rhinoceros beetle (Trypoxylus dichotomus) during a take-off mode

NASA Astrophysics Data System (ADS)

Oh, Seungyoung; Oh, Sehyeong; Choi, Haecheon; Lee, Boogeon; Park, Hyungmin; Kim, Sun-Tae

2015-11-01

The elytra are a pair of hardened wings that cover the abdomen of a beetle to protect beetle's hind wings. During the take-off, these elytra open and flap in phase with the hind wings. We investigate the effect of the elytra flapping on beetle's aerodynamic performance. Numerical simulations are performed at Re=10,000 (based on the wingtip mean velocity and mean chord length of the hind wing) using an immersed boundary method. The simulations are focused on a take-off, and the wing kinematics used is directly obtained from the experimental observations using high speed cameras. The simulation result shows three-dimensional vortical structures generated by the hind wing of the beetle and their interaction with the elytra. The presence of elytra has a negative effect on the lift generation by the hind wings, but the lift force on the elytra themselves is negligible. Further discussions on the elytra - hind wing interaction will be provided during the presentation. Supported by UD130070ID.

Wind-tunnel tests of a Clark Y wing with 'Maxwell' leading-edge slots

NASA Technical Reports Server (NTRS)

Gauvain, William E

1937-01-01

Aerodynamic force tests of a Clark Y wing equipped with "Maxwell" type leading-edge slots were conducted in the N.A.C.A. 7- by 10-foot tunnel to ascertain the aerodynamic characteristics, which involved the determination of the best slot-gap opening, the effects of slat width, and the effect of a trailing-edge flap. The Maxwell wing with a wide-chord slat (0.30 c(sub w)) and with a 0.211 c(sub w) split flap deflected 60 degrees had a C(sub L sub max) of 2.53 or about twice that of the plain wing. The wing with the wide slat also had, in general, improved aerodynamic characteristics over those of the Maxwell wing with slat, and had about the same aerodynamic characteristics as a Handley Page slotted wing with approximately the same size of slat.

Deformation Measurements of Smart Aerodynamic Surfaces

NASA Technical Reports Server (NTRS)

Fleming, Gary A.; Burner, Alpheus

2005-01-01

Video Model Deformation (VMD) and Projection Moire Interferometry (PMI) were used to acquire wind tunnel model deformation measurements of the Northrop Grumman-built Smart Wing tested in the NASA Langley Transonic Dynamics Tunnel. The F18-E/F planform Smart Wing was outfitted with embedded shape memory alloys to actuate a seamless trailing edge aileron and flap, and an embedded torque tube to generate wing twist. The VMD system was used to obtain highly accurate deformation measurements at three spanwise locations along the main body of the wing, and at spanwise locations on the flap and aileron. The PMI system was used to obtain full-field wing shape and deformation measurements over the entire wing lower surface. Although less accurate than the VMD system, the PMI system revealed deformations occurring between VMD target rows indistinguishable by VMD. This paper presents the VMD and PMI techniques and discusses their application in the Smart Wing test.

Analogy between a flapping wing and a wind turbine with a vertical axis of revolution

NASA Astrophysics Data System (ADS)

Gorelov, D. N.

2009-03-01

Based on an analysis of available experimental data, the hypothesis about an analogy between a flapping wing and a wind turbine of the Darrieus rotor type is justified. It is demonstrated that the torque on the shaft of the Darrieus rotor is generated by thrust forces acting on the blades in a pulsed flow. A conclusion is drawn that it is necessary to perform aerodynamic calculations of blades on the basis of the nonlinear theory of the wing in an unsteady flow with allowance for the airfoil thickness.

A study about the split drag flaps deflections to directional motion of UiTM's blended wing body aircraft based on computational fluid dynamics simulation

NASA Astrophysics Data System (ADS)

Mohamad, Firdaus; Wisnoe, Wirachman; Nasir, Rizal E. M.; Kuntjoro, Wahyu

2012-06-01

This paper discusses on the split drag flaps to the yawing motion of BWB aircraft. This study used split drag flaps instead of vertical tail and rudder with the intention to generate yawing moment. These features are installed near the tips of the wing. Yawing moment is generated by the combination of side and drag forces which are produced upon the split drag flaps deflection. This study is carried out using Computational Fluid Dynamics (CFD) approach and applied to low subsonic speed (0.1 Mach number) with various sideslip angles (β) and total flaps deflections (δT). For this research, the split drag flaps deflections are varied up to ±30°. Data in terms of dimensionless coefficient such as drag coefficient (CD), side coefficient (CS) and yawing moment coefficient (Cn) were used to observe the effect of the split drag flaps. From the simulation results, these split drag flaps are proven to be effective from ±15° deflections or 30° total deflections.

Elastic deformation and energy loss of flapping fly wings.

PubMed

Lehmann, Fritz-Olaf; Gorb, Stanislav; Nasir, Nazri; Schützner, Peter

2011-09-01

During flight, the wings of many insects undergo considerable shape changes in spanwise and chordwise directions. We determined the origin of spanwise wing deformation by combining measurements on segmental wing stiffness of the blowfly Calliphora vicina in the ventral and dorsal directions with numerical modelling of instantaneous aerodynamic and inertial forces within the stroke cycle using a two-dimensional unsteady blade elementary approach. We completed this approach by an experimental study on the wing's rotational axis during stroke reversal. The wing's local flexural stiffness ranges from 30 to 40 nN m(2) near the root, whereas the distal wing parts are highly compliant (0.6 to 2.2 nN m(2)). Local bending moments during wing flapping peak near the wing root at the beginning of each half stroke due to both aerodynamic and inertial forces, producing a maximum wing tip deflection of up to 46 deg. Blowfly wings store up to 2.30 μJ elastic potential energy that converts into a mean wing deformation power of 27.3 μW. This value equates to approximately 5.9 and 2.3% of the inertial and aerodynamic power requirements for flight in this animal, respectively. Wing elasticity measurements suggest that approximately 20% or 0.46 μJ of elastic potential energy cannot be recovered within each half stroke. Local strain energy increases from tip to root, matching the distribution of the wing's elastic protein resilin, whereas local strain energy density varies little in the spanwise direction. This study demonstrates a source of mechanical energy loss in fly flight owing to spanwise wing bending at the stroke reversals, even in cases in which aerodynamic power exceeds inertial power. Despite lower stiffness estimates, our findings are widely consistent with previous stiffness measurements on insect wings but highlight the relationship between local flexural stiffness, wing deformation power and energy expenditure in flapping insect wings.

Lift Augmentation on a Delta Wing via Leading Edge Fences and the Gurney Flap

NASA Technical Reports Server (NTRS)

Buchholz, Mark D.; Tso, Jin

1993-01-01

Wind tunnel tests have been conducted on two devices for the purpose of lift augmentation on a 60 deg delta wing at low speed. Lift, drag, pitching moment, and surface pressures were measured. Detailed flow visualization was also obtained. Both the leading edge fence and the Gurney flap are shown to increase lift. The fences and flap shift the lift curve by as much as 5 deg and 10 deg, respectively. The fences aid in trapping vortices on the upper surface, thereby increasing suction. The Gurney flap improves circulation at the trailing edge. The individual influences of both devices are roughly additive, creating high lift gain. However, the lower lift to drag ratio and the precipitation of vortex burst caused by the fences, and the nose down pitching moment created by the flap are also significant factors.

Investigation of Effectiveness of a Wing Equipped with a 50-percent-chord Sliding Flap, a 30-percent-chord Slotted Flap, and a 30-percent-chord Slat in Deflecting Propeller Slipstreams Downward for Vertical Take-off

NASA Technical Reports Server (NTRS)

Kuhn, Richard E

1957-01-01

Results are presented of an investigation of the effectiveness of a wing equipped with a 50-percent-chord sliding flap and a 30-percent-chord slotted flap in deflecting a propeller slipstream downward for vertical take-off. Tests were conducted at zero forward speed in a large room and included the effects of flap deflection, proximity to the ground, a leading-edge slat, and end plates. A turning angle of about 70 degrees and a resultant force of about 100 percent of the thrust were achieved near the ground. Out of the ground-effect region, the turning angle was also about 70 degrees but the resultant force was reduced to about 86 percent of the thrust.

Low Dimensional Analysis of Wing Surface Morphology in Hummingbird Free Flight

NASA Astrophysics Data System (ADS)

Shallcross, Gregory; Ren, Yan; Liu, Geng; Dong, Haibo; Tobalske, Bret

2015-11-01

Surface morphing in flapping wings is a hallmark of bird flight. In current work, the role of dynamic wing morphing of a free flying hummingbird is studied in detail. A 3D image-based surface reconstruction method is used to obtain the kinematics and deformation of hummingbird wings from high-quality high-speed videos. The observed wing surface morphing is highly complex and a number of modeling methods including singular value decomposition (SVD) are used to obtain the fundamental kinematical modes with distinct motion features. Their aerodynamic roles are investigated by conducting immersed-boundary-method based flow simulations. The results show that the chord-wise deformation modes play key roles in the attachment of leading-edge vortex, thus improve the performance of the flapping wings. This work is supported by NSF CBET-1313217 and AFOSR FA9550-12-1-0071.

Advancements in adaptive aerodynamic technologies for airfoils and wings

NASA Astrophysics Data System (ADS)

Jepson, Jeffrey Keith

Although aircraft operate over a wide range of flight conditions, current fixed-geometry aircraft are optimized for only a few of these conditions. By altering the shape of the aircraft, adaptive aerodynamics can be used to increase the safety and performance of an aircraft by tailoring the aircraft for multiple flight conditions. Of the various shape adaptation concepts currently being studied, the use of multiple trailing-edge flaps along the span of a wing offers a relatively high possibility of being incorporated on aircraft in the near future. Multiple trailing-edge flaps allow for effective spanwise camber adaptation with resulting drag benefits over a large speed range and load alleviation at high-g conditions. The research presented in this dissertation focuses on the development of this concept of using trailing-edge flaps to tailor an aircraft for multiple flight conditions. One of the major tasks involved in implementing trailing-edge flaps is in designing the airfoil to incorporate the flap. The first part of this dissertation presents a design formulation that incorporates aircraft performance considerations in the inverse design of low-speed laminar-flow adaptive airfoils with trailing-edge cruise flaps. The benefit of using adaptive airfoils is that the size of the low-drag region of the drag polar can be effectively increased without increasing the maximum thickness of the airfoil. Two aircraft performance parameters are considered: level-flight maximum speed and maximum range. It is shown that the lift coefficients for the lower and upper corners of the airfoil low-drag range can be appropriately adjusted to tailor the airfoil for these two aircraft performance parameters. The design problem is posed as a part of a multidimensional Newton iteration in an existing conformal-mapping based inverse design code, PROFOIL. This formulation automatically adjusts the lift coefficients for the corners of the low-drag range for a given flap deflection as required for the airfoil-aircraft matching. Examples are presented to illustrate the flapped-airfoil design approach for a general aviation aircraft and the results are validated by comparison with results from post-design aircraft performance computations. Once the airfoil is designed to incorporate a TE flap, it is important to determine the most suitable flap angles along the wing for different flight conditions. The second part of this dissertation presents a method for determining the optimum flap angles to minimize drag based on pressures measured at select locations on the wing. Computational flow simulations using a panel method are used "in the loop" for demonstrating closed-loop control of the flaps. Examples in the paper show that the control algorithm is successful in correctly adapting the wing to achieve the target lift distributions for minimizing induced drag while adjusting the wing angle of attack for operation of the wing in the drag bucket. It is shown that the "sense-and-adapt" approach developed is capable of handling varying and unpredictable inflow conditions. Such a capability could be useful in adapting long-span flexible wings that may experience significant and unknown atmospheric inflow variations along the span. To further develop the "sense-and-adapt" approach, the method was tested experimentally in the third part of the research. The goal of the testing was to see if the same results found computationally can be obtained experimentally. The North Carolina State University subsonic wind tunnel was used for the wind tunnel tests. Results from the testing showed that the "sense-and-adapt" approach has the same performance experimentally as it did computationally. The research presented in this dissertation is a stepping stone towards further development of the concept, which includes modeling the system in the Simulink environment and flight experiments using uninhabited aerial vehicles.

Comparison of the acoustic characteristics of large-scale models of several propulsive-lift concepts

NASA Technical Reports Server (NTRS)

Falarski, M. D.; Aiken, T. N.; Aoyagi, K.; Koenig, D. G.

1974-01-01

Wind-tunnel acoustic investigations were performed to determine the acoustic characteristics and the effect of forward speed on the over-the-wing externally blown jet flap (OTW), the under-the-wing externally blown jet flap (UTW), the internally blown jet flap (IBF), and the augmentor wing (AW). The data presented represent the basic noise generated by the powered-lift system without acoustic treatment, assuming all other noise sources, such as the turbofan compressor noise, have been suppressed. Under these conditions, when scaled to a 100,000-lb aircraft, the OTW concept exhibited the lowest perceived noise levels, because of dominant low-frequency noise and wing shielding of the high-frequency noise. The AW was the loudest configuration, because of dominant high-frequency noise created by the high jet velocities and small nozzle dimensions. All four configurations emitted noise 10 to 15 PNdB higher than the noise goal of 95 PNdB at 500 ft.

The Calculated Effect of Various Hydrodynamic and Aerodynamic Factors on the Take-Off of a Large Flying Boat

NASA Technical Reports Server (NTRS)

Olson, R.E.; Allison, J.M.

1939-01-01

Present designs for large flying boats are characterized by high wing loading, high aspect ratio, and low parasite drag. The high wing loading results in the universal use of flaps for reducing the takeoff and landing speeds. These factors have an effect on takeoff performance and influence to a certain extent the design of the hull. An investigation was made of the influence of various factors and design parameters on the takeoff performance of a hypothetical large flying boat by means of takeoff calculations. The parameters varied in the calculations were size of hull (load coefficient), wing setting, trim, deflection of flap, wing loading, aspect ratio, and parasite drag. The takeoff times and distances were calculated to the stalling speeds and the performance above these speeds was studied separately to determine piloting technique for optimum takeoff. The advantage of quick deflection of the flap at high water speeds is shown.

A computational study on the influence of insect wing geometry on bee flight mechanics

PubMed Central

Feaster, Jeffrey; Bayandor, Javid

2017-01-01

ABSTRACT Two-dimensional computational fluid dynamics (CFD) is applied to better understand the effects of wing cross-sectional morphology on flow field and force production. This study investigates the influence of wing cross-section on insect scale flapping flight performance, for the first time, using a morphologically representative model of a bee (Bombus pensylvanicus) wing. The bee wing cross-section was determined using a micro-computed tomography scanner. The results of the bee wing are compared with flat and elliptical cross-sections, representative of those used in modern literature, to determine the impact of profile variation on aerodynamic performance. The flow field surrounding each cross-section and the resulting forces are resolved using CFD for a flight speed range of 1 to 5 m/s. A significant variation in vortex formation is found when comparing the ellipse and flat plate with the true bee wing. During the upstroke, the bee and approximate wing cross-sections have a much shorter wake structure than the flat plate or ellipse. During the downstroke, the flat plate and elliptical cross-sections generate a single leading edge vortex, while the approximate and bee wings generate numerous, smaller structures that are shed throughout the stroke. Comparing the instantaneous aerodynamic forces on the wing, the ellipse and flat plate sections deviate progressively with velocity from the true bee wing. Based on the present findings, a simplified cross-section of an insect wing can misrepresent the flow field and force production. We present the first aerodynamic study using a true insect wing cross-section and show that the wing corrugation increases the leading edge vortex formation frequency for a given set of kinematics. PMID:29061734

A computational study on the influence of insect wing geometry on bee flight mechanics.

PubMed

Feaster, Jeffrey; Battaglia, Francine; Bayandor, Javid

2017-12-15

Two-dimensional computational fluid dynamics (CFD) is applied to better understand the effects of wing cross-sectional morphology on flow field and force production. This study investigates the influence of wing cross-section on insect scale flapping flight performance, for the first time, using a morphologically representative model of a bee ( Bombus pensylvanicus ) wing. The bee wing cross-section was determined using a micro-computed tomography scanner. The results of the bee wing are compared with flat and elliptical cross-sections, representative of those used in modern literature, to determine the impact of profile variation on aerodynamic performance. The flow field surrounding each cross-section and the resulting forces are resolved using CFD for a flight speed range of 1 to 5 m/s. A significant variation in vortex formation is found when comparing the ellipse and flat plate with the true bee wing. During the upstroke, the bee and approximate wing cross-sections have a much shorter wake structure than the flat plate or ellipse. During the downstroke, the flat plate and elliptical cross-sections generate a single leading edge vortex, while the approximate and bee wings generate numerous, smaller structures that are shed throughout the stroke. Comparing the instantaneous aerodynamic forces on the wing, the ellipse and flat plate sections deviate progressively with velocity from the true bee wing. Based on the present findings, a simplified cross-section of an insect wing can misrepresent the flow field and force production. We present the first aerodynamic study using a true insect wing cross-section and show that the wing corrugation increases the leading edge vortex formation frequency for a given set of kinematics. © 2017. Published by The Company of Biologists Ltd.

On the aerodynamic forces of flapping finite-wings in forward flight: a numerical study

NASA Astrophysics Data System (ADS)

Gonzalo, Alejandro; Uhlmann, Markus; Garcia-Villalba, Manuel; Flores, Oscar

2017-11-01

We study the flow around two flapping wings in forward flight at a low Reynolds number, Re = 500 , with 3D direct numerical simulations. The flow solver used is TUCAN, an in-house code which solves the Navier-Stokes equations for incompressible flow using an immersed boundary method to model the presence of the wings. The wings are rectangular with a NACA0012 airfoil of chord c as a cross-section. They are located side by side at a distance 0.5 c between their inboard tips. The wings flap with respect to an axis parallel to the streamwise velocity, without pitching. The angle of rotation is defined using a sinusoidal function with a reduced frequency k = 1 and an amplitude such that the maximum height of the outboard tips is c in all cases. We perform several simulations varying the aspect ratio of the wings (AR = 2 and 4) and the distance between the inboard tip of the wings and the axis of rotation (R = 0 , 2 and ∞), the latter case corresponding to wings in heaving motion. In this way we can study the variation of the fictitious forces on the wings and the induced spanwise flows, and their relation to the vortical structures on the wing (i.e. leading edge vortex, trailing edge votex, tip vortices) and the resulting aerodynamic forces. This work was funded by project TRA2013-41103-P (Mineco/Feder UE). The simulations were partially performed at the Steinbuch Centre for Computing, Karlsruhe, whose support is thankfully acknowledged.

Assessment at full scale of nozzle/wing geometry effects on OTW aero-acoustic characteristics. [short takeoff aircraft noise

NASA Technical Reports Server (NTRS)

Groesbeck, D.; Vonglahn, U.

1979-01-01

The effects on acoustic characteristics of nozzle type and location on a wing for STOL engine over-the-wing configurations are assessed at full scale on the basis of model-scale data. Three types of nozzle configurations are evaluated: a circular nozzle with external deflector mounted above the wing, a slot nozzle with external deflector mounted on the wing and a slot nozzle mounted on the wing. Nozzle exhaust plane locations with respect to the wing leading edge are varied from 10 to 46 percent chord (flaps retracted) with flap angles of 20 (takeoff altitude) and 60 (approach attitude). Perceived noise levels (PNL) are calculated as a function of flyover distance at 152 m altitude. From these plots, static EPNL values, defined as flyover relative noise levels, are calculated and plotted as a function of lift and thrust ratios. From such plots the acoustic benefits attributable to variations in nozzle/deflector/wing geometry at full scale are assessed for equal aerodynamic performance.

Helicopter theory

NASA Technical Reports Server (NTRS)

Johnson, W.

1980-01-01

A comprehensive presentation is made of the engineering analysis methods used in the design, development and evaluation of helicopters. After an introduction covering the fundamentals of helicopter rotors, configuration and operation, rotary wing history, and the analytical notation used in the text, the following topics are discussed: (1) vertical flight, including momentum, blade element and vortex theories, induced power, vertical drag and ground effect; (2) forward flight, including in addition to momentum and vortex theory for this mode such phenomena as rotor flapping and its higher harmonics, tip loss and root cutout, compressibility and pitch-flap coupling; (3) hover and forward flight performance assessment; (4) helicopter rotor design; (5) rotary wing aerodynamics; (6) rotary wing structural dynamics, including flutter, flap-lag dynamics ground resonance and vibration and loads; (7) helicopter aeroelasticity; (8) stability and control (flying qualities); (9) stall; and (10) noise.

Experimental Investigation of the Influence of a Reverse Delta Type Add-on Device on the Flap-tip Vortex of a Wing

NASA Astrophysics Data System (ADS)

Altaf, A.; Thong, T. B.; Omar, A. A.; Asrar, W.

2017-03-01

Particle Image Velocimetry was used in a low speed wind tunnel to investigate the effect of interactions of vortices produced by an outboard flap-tip of a half wing (NACA 23012 in landing configuration) and a slender reverse delta type add-on device, placed in the proximity of the outboard flap-tip, on the upper surface of the half wing. This work investigates the characteristics of the vortex interactions generated downstream in planes perpendicular to the free stream direction at a chord-based Reynolds number of Rec=2.74×105 . It was found that the add-on device significantly reduces the tangential velocity magnitude and enlarges the vortex core of the resultant vortex by up to 36.1% and 36.8%, respectively.

Wing attachment position of fruit fly minimizes flight cost

NASA Astrophysics Data System (ADS)

Noest, Robert; Wang, Jane

Flight is energetically costly which means insects need to find ways to reduce their energy expenditure during sustained flight. Previous work has shown that insect muscles can recover some of the energy used for producing flapping motion. Moreover the form of flapping motions are efficient for generating the required force to balance the weight. In this talk, we show that one of the morphological parameters, the wing attachment point on a fly, is suitably located to further reduce the cost for flight, while allowing the fly to be close to stable. We investigate why this is the case and attempt to find a general rule for the optimal location of the wing hinge. Our analysis is based on computations of flapping free flight together with the Floquet stability analysis of periodic flight for descending, hovering and ascending cases.

Aeroacoustic Measurements of a Wing-Flap Configuration

NASA Technical Reports Server (NTRS)

Meadows, Kristine R.; Brooks, Thomas F.; Humphreys, William M.; Hunter, William H.; Gerhold, Carl H.

1997-01-01

Aeroacoustic measurements are being conducted to investigate the mechanisms of sound generation in high-lift wing configurations, and initial results are presented. The model is approximately 6 percent of a full scale configuration, and consists of a main element NACA 63(sub 2) - 215 wing section and a 30 percent chord half-span flap. Flow speeds up to Mach 0.17 are tested at Reynolds number up to approximately 1.7 million. Results are presented for a main element at a 16 degree angle of attack, and flap deflection angles of 29 and 39 degrees. The measurement systems developed for this test include two directional arrays used to localize and characterize the noise sources, and an array of unsteady surface pressure transducers used to characterize wave number spectra and correlate with acoustic measurements. Sound source localization maps show that locally dominant noise sources exist on the flap-side edge. The spectral distribution of the noise sources along the flap-side edge shows a decrease in frequency of the locally dominant noise source with increasing distance downstream of the flap leading edge. Spectra are presented which show general spectral characteristics of Strouhal dependent flow-surface interaction noise. However, the appearance of multiple broadband tonal features at high frequency indicates the presence of aeroacoustic phenomenon following different scaling characteristics. The scaling of the high frequency aeroacoustic phenomenon is found to be different for the two flap deflection angles tested. Unsteady surface pressure measurements in the vicinity of the flap edge show high coherence levels between adjacent sensors on the flap-side edge and on the flap edge upper surface in a region which corresponds closely to where the flap-side edge vortex begins to spill over to the flap upper surface. The frequency ranges where these high levels of coherence occur on the flap surface are consistent with the frequency ranges in which dominant features appear in far field acoustic spectra. The consistency of strongly correlated unsteady surface pressures and far field pressure fluctuations suggests the importance of regions on the flap edge in generating sound.

Evaluation of Load Analysis Methods for NASAs GIII Adaptive Compliant Trailing Edge Project

NASA Technical Reports Server (NTRS)

Cruz, Josue; Miller, Eric J.

2016-01-01

The Air Force Research Laboratory (AFRL), NASA Armstrong Flight Research Center (AFRC), and FlexSys Inc. (Ann Arbor, Michigan) have collaborated to flight test the Adaptive Compliant Trailing Edge (ACTE) flaps. These flaps were installed on a Gulfstream Aerospace Corporation (GAC) GIII aircraft and tested at AFRC at various deflection angles over a range of flight conditions. External aerodynamic and inertial load analyses were conducted with the intention to ensure that the change in wing loads due to the deployed ACTE flap did not overload the existing baseline GIII wing box structure. The objective of this paper was to substantiate the analysis tools used for predicting wing loads at AFRC. Computational fluid dynamics (CFD) models and distributed mass inertial models were developed for predicting the loads on the wing. The analysis tools included TRANAIR (full potential) and CMARC (panel) models. Aerodynamic pressure data from the analysis codes were validated against static pressure port data collected in-flight. Combined results from the CFD predictions and the inertial load analysis were used to predict the normal force, bending moment, and torque loads on the wing. Wing loads obtained from calibrated strain gages installed on the wing were used for substantiation of the load prediction tools. The load predictions exhibited good agreement compared to the flight load results obtained from calibrated strain gage measurements.

Computational Analysis of Powered Lift Augmentation for the LEAPTech Distributed Electric Propulsion Wing

NASA Technical Reports Server (NTRS)

Deere, Karen A.; Viken, Sally A.; Carter, Melissa B.; Viken, Jeffrey K.; Wiese, Michael R.; Farr, Norma L.

2017-01-01

A computational study of a distributed electric propulsion wing with a 40deg flap deflection has been completed using FUN3D. Two lift-augmentation power conditions were compared with the power-off configuration on the high-lift wing (40deg flap) at a 73 mph freestream flow and for a range of angles of attack from -5 degrees to 14 degrees. The computational study also included investigating the benefit of corotating versus counter-rotating propeller spin direction to powered-lift performance. The results indicate a large benefit in lift coefficient, over the entire range of angle of attack studied, by using corotating propellers that all spin counter to the wingtip vortex. For the landing condition, 73 mph, the unpowered 40deg flap configuration achieved a maximum lift coefficient of 2.3. With high-lift blowing the maximum lift coefficient increased to 5.61. Therefore, the lift augmentation is a factor of 2.4. Taking advantage of the fullspan lift augmentation at similar performance means that a wing powered with the distributed electric propulsion system requires only 42 percent of the wing area of the unpowered wing. This technology will allow wings to be 'cruise optimized', meaning that they will be able to fly closer to maximum lift over drag conditions at the design cruise speed of the aircraft.

Applicability of linearized-theory attached-flow methods to design and analysis of flap systems at low speeds for thin swept wings with sharp leading edges

NASA Technical Reports Server (NTRS)

Carlson, Harry W.; Darden, Christine M.

1987-01-01

Low-speed experimental force and data on a series of thin swept wings with sharp leading edges and leading and trailing-edge flaps are compared with predictions made using a linearized-theory method which includes estimates of vortex forces. These comparisons were made to assess the effectiveness of linearized-theory methods for use in the design and analysis of flap systems in subsonic flow. Results demonstrate that linearized-theory, attached-flow methods (with approximate representation of vortex forces) can form the basis of a rational system for flap design and analysis. Even attached-flow methods that do not take vortex forces into account can be used for the selection of optimized flap-system geometry, but design-point performance levels tend to be underestimated unless vortex forces are included. Illustrative examples of the use of these methods in the design of efficient low-speed flap systems are included.

Flow Structure and Force Variation with Aspect Ratio for a Two-Degree-of-Freedom Flapping Wing

NASA Astrophysics Data System (ADS)

Burge, Matthew; Favale, James; Ringuette, Matthew

2014-11-01

We investigate experimentally the effect of aspect ratio (AR) on the flow structure and forces of a two-degree-of-freedom flapping wing. Flapping wings are known to produce complex and unsteady vortex loop structures, and the objective is to characterize their variation with AR and how this influences the lift force. Previous results on rotating wings demonstrated that changes in AR significantly affect the three-dimensional flow structure and lift coefficient. This is primarily due to the relatively greater influence of the tip vortex for lower AR. At Reynolds number of order O(103) we test wings of AR = 2-4, values typically found in nature, with simplified planform shapes. The lift force is measured using a submersible transducer at the base of the wing in a glycerin-water mixture. The qualitative, three-dimensional vortex loop structure for different ARs is obtained using multi-color dye flow visualization. Guided by this, quantitative three-component flow information, namely vorticity, the Q-criterion, and circulation, is acquired from stereoscopic particle image velocimetry in key planes. Of interest is how these parameters and the vortex loop topology vary with AR, and their connection to features in the unsteady force signal. This work is supported by the National Science Foundation, Award Number 1336548, supervised by Dr. Dimitrios Papavassiliou.

Measurements of noise produced by flow past lifting surfaces

NASA Technical Reports Server (NTRS)

Kendall, J. M.

1978-01-01

Wind tunnel studies have been conducted to determine the specific locations of aerodynamic noise production within the flow field about various lifting-surface configurations. The models tested included low aspect ratio shapes intended to represent aircraft flaps, a finite aspect ratio NACA 0012 wing, and a multi-element wing section consisting of a main section, a leading edge flap, and dual trailing edge flaps. Turbulence was induced on the models by surface roughness. Lift and drag were measured for the flap models. Hot-wire anemometry was used for study of the flap-model vortex roll-up. Apparent noise source distributions were measured by use of a directional microphone system, located outside the tunnel, which was scanned about the flow region to be analyzed under computer control. These distributions exhibited a diversity of pattern, suggesting that several flow processes are important to lifting-surface noise production. Speculation concerning these processes is offered.

Lift augmentation on a delta wing via leading edge fences and the Gurney flap. M.S. Thesis

NASA Technical Reports Server (NTRS)

Buchholz, Mark D.

1992-01-01

Wind tunnel tests were conducted on two devices for the purpose of lift augmentation on a 60 deg delta wing at low speed. Lift, drag, pitching moment, and surface pressures were measured. Detailed flow visualization was also obtained. Both the leading edge fence and the Gurney flap are shown to increase lift. The fences and flap shift the lift curve as much as 5 deg and 10 deg, respectively. The fences aid in trapping vortices on the upper surface, thereby increasing suction. The Gurney flap improves circulation at the trailing edge. The individual influences of both devices are roughly additive, creating high lift gain. However, the lower lift to drag ratio and the precipitation of vortex burst caused by the fences, and the nose down pitching moment created by the flap are also significant factors.

Point vortex model for prediction of sound generated by a wing with flap interacting with a passing vortex.

PubMed

Manela, A; Huang, L

2013-04-01

Acoustic signature of a rigid wing, equipped with a movable downstream flap and interacting with a line vortex, is studied in a two-dimensional low-Mach number flow. The flap is attached to the airfoil via a torsion spring, and the coupled fluid-structure interaction problem is analyzed using thin-airfoil methodology and application of the emended Brown and Michael equation. It is found that incident vortex passage above the airfoil excites flap motion at the system natural frequency, amplified above all other frequencies contained in the forcing vortex. Far-field radiation is analyzed using Powell-Howe analogy, yielding the leading order dipole-type signature of the system. It is shown that direct flap motion has a negligible effect on total sound radiation. The characteristic acoustic signature of the system is dominated by vortex sound, consisting of relatively strong leading and trailing edge interactions of the airfoil with the incident vortex, together with late-time wake sound resulting from induced flap motion. In comparison with the counterpart rigid (non-flapped) configuration, it is found that the flap may act as sound amplifier or absorber, depending on the value of flap-fluid natural frequency. The study complements existing analyses examining sound radiation in static- and detached-flap configurations.

Design, fabrication, and characterization of multifunctional wings to harvest solar energy in flapping wing air vehicles

NASA Astrophysics Data System (ADS)

Perez-Rosado, Ariel; Gehlhar, Rachel D.; Nolen, Savannah; Gupta, Satyandra K.; Bruck, Hugh A.

2015-06-01

Currently, flapping wing unmanned aerial vehicles (a.k.a., ornithopters or robotic birds) sustain very short duration flight due to limited on-board energy storage capacity. Therefore, energy harvesting elements, such as flexible solar cells, need to be used as materials in critical components, such as wing structures, to increase operational performance. In this paper, we describe a layered fabrication method that was developed for realizing multifunctional composite wings for a unique robotic bird we developed, known as Robo Raven, by creating compliant wing structure from flexible solar cells. The deformed wing shape and aerodynamic lift/thrust loads were characterized throughout the flapping cycle to understand wing mechanics. A multifunctional performance analysis was developed to understand how integration of solar cells into the wings influences flight performance under two different operating conditions: (1) directly powering wings to increase operation time, and (2) recharging batteries to eliminate need for external charging sources. The experimental data is then used in the analysis to identify a performance index for assessing benefits of multifunctional compliant wing structures. The resulting platform, Robo Raven III, was the first demonstration of a robotic bird that flew using energy harvested from solar cells. We developed three different versions of the wing design to validate the multifunctional performance analysis. It was also determined that residual thrust correlated to shear deformation of the wing induced by torsional twist, while biaxial strain related to change in aerodynamic shape correlated to lift. It was also found that shear deformation of the solar cells induced changes in power output directly correlating to thrust generation associated with torsional deformation. Thus, it was determined that multifunctional solar cell wings may be capable of three functions: (1) lightweight and flexible structure to generate aerodynamic forces, (2) energy harvesting to extend operational time and autonomy, and (3) sensing of an aerodynamic force associated with wing deformation.

A two-dimensional computational study on the fluid-structure interaction cause of wing pitch changes in dipteran flapping flight.

PubMed

Ishihara, Daisuke; Horie, T; Denda, Mitsunori

2009-01-01

In this study, the passive pitching due to wing torsional flexibility and its lift generation in dipteran flight were investigated using (a) the non-linear finite element method for the fluid-structure interaction, which analyzes the precise motions of the passive pitching of the wing interacting with the surrounding fluid flow, (b) the fluid-structure interaction similarity law, which characterizes insect flight, (c) the lumped torsional flexibility model as a simplified dipteran wing, and (d) the analytical wing model, which explains the characteristics of the passive pitching motion in the simulation. Given sinusoidal flapping with a frequency below the natural frequency of the wing torsion, the resulting passive pitching in the steady state, under fluid damping, is approximately sinusoidal with the advanced phase shift. We demonstrate that the generated lift can support the weight of some Diptera.

Computational wing optimization and comparisons with experiment for a semi-span wing model

NASA Technical Reports Server (NTRS)

Waggoner, E. G.; Haney, H. P.; Ballhaus, W. F.

1978-01-01

A computational wing optimization procedure was developed and verified by an experimental investigation of a semi-span variable camber wing model in the NASA Ames Research Center 14 foot transonic wind tunnel. The Bailey-Ballhaus transonic potential flow analysis and Woodward-Carmichael linear theory codes were linked to Vanderplaats constrained minimization routine to optimize model configurations at several subsonic and transonic design points. The 35 deg swept wing is characterized by multi-segmented leading and trailing edge flaps whose hinge lines are swept relative to the leading and trailing edges of the wing. By varying deflection angles of the flap segments, camber and twist distribution can be optimized for different design conditions. Results indicate that numerical optimization can be both an effective and efficient design tool. The optimized configurations had as good or better lift to drag ratios at the design points as the best designs previously tested during an extensive parametric study.

Development and design of flexible Fowler flaps for an adaptive wing

NASA Astrophysics Data System (ADS)

Monner, Hans P.; Hanselka, Holger; Breitbach, Elmar J.

1998-06-01

Civil transport airplanes fly with fixed geometry wings optimized only for one design point described by altitude, Mach number and airplane weight. These parameters vary continuously during flight, to which means the wing geometry seldom is optimal. According to aerodynamic investigations a chordwide variation of the wing camber leads to improvements in operational flexibility, buffet boundaries and performance resulting in reduction of fuel consumption. A spanwise differential camber variation allows to gain control over spanwise lift distributions reducing wing root bending moments. This paper describes the design of flexible Fowler flaps for an adaptive wing to be used in civil transport aircraft that allows both a chordwise as well as spanwise differential camber variation during flight. Since both lower and upper skins are flexed by active ribs, the camber variation is achieved with a smooth contour and without any additional gaps.

Aerodynamic characteristics of a propulsive wing-canard concept at STOL speeds

NASA Technical Reports Server (NTRS)

Stewart, V. R.

1985-01-01

A full span model of a wing/canard concept representing a fighter configuration has been tested at STOL conditions in the NASA Langley 4 x 7 meter tunnel. The results of this test are presented, and comparisons are made to previous data of the same configuration tested as a semispan model. The potential of the propulsive wing/canard to develop very high lift coefficients was investigated with several nozzle spans (nozzle aspect ratios). Although longitudinal trim was not accomplished with the blowing distributions and configurations tested, the propulsive wing/canard appears to offer an approach to managing the large negative pitching moments associated with trailing edge flap blowing. Also presented are data showing the effects of large flap deflections and relative wing/canard positions. Presented in the appendix to the report are limited lateral-directional and ground effects data, as well as wing downwash measurements.

ACTE Wing Loads Analysis

NASA Technical Reports Server (NTRS)

Horn, Nicholas R.

2015-01-01

The Adaptive Compliant Trailing Edge (ACTE) project modified a Gulfstream III (GIII) aircraft with a new flexible flap that creates a seamless transition between the flap and the wing. As with any new modification, it is crucial to ensure that the aircraft will not become overstressed in flight. To test this, Star CCM a computational fluid dynamics (CFD) software program was used to calculate aerodynamic data for the aircraft at given flight conditions.

Control of Flap Vortices

NASA Technical Reports Server (NTRS)

Greenblatt, David

2005-01-01

A wind tunnel investigation was carried out on a semi-span wing model to assess the feasibility of controlling vortices emanating from outboard flaps and tip-flaps by actively varying the degree of boundary layer separation. Separation was varied by means of perturbations produced from segmented zero-efflux oscillatory blowing slots, while estimates of span loadings and vortex sheet strengths were obtained by integrating wing surface pressures. These estimates were used as input to inviscid rollup relations as a means of predicting changes to the vortex characteristics resulting from the perturbations. Surveys of flow in the wake of the outboard and tip-flaps were made using a seven-hole probe, from which the vortex characteristics were directly deduced. Varying the degree of separation had a marked effect on vortex location, strength, tangential velocity, axial velocity and size for both outboard and tip-flaps. Qualitative changes in vortex characteristics were well predicted by the inviscid rollup relations, while the failure to account for viscosity was presumed to be the main reason for observed discrepancies. Introducing perturbations near the outboard flap-edges or on the tip-flap exerted significant control over vortices while producing negligible lift excursions.

Validation of a pair of computer codes for estimation and optimization of subsonic aerodynamic performance of simple hinged-flap systems for thin swept wings

NASA Technical Reports Server (NTRS)

Carlson, Harry W.; Darden, Christine M.

1988-01-01

Extensive correlations of computer code results with experimental data are employed to illustrate the use of linearized theory attached flow methods for the estimation and optimization of the aerodynamic performance of simple hinged flap systems. Use of attached flow methods is based on the premise that high levels of aerodynamic efficiency require a flow that is as nearly attached as circumstances permit. A variety of swept wing configurations are considered ranging from fighters to supersonic transports, all with leading- and trailing-edge flaps for enhancement of subsonic aerodynamic efficiency. The results indicate that linearized theory attached flow computer code methods provide a rational basis for the estimation and optimization of flap system aerodynamic performance at subsonic speeds. The analysis also indicates that vortex flap design is not an opposing approach but is closely related to attached flow design concepts. The successful vortex flap design actually suppresses the formation of detached vortices to produce a small vortex which is restricted almost entirely to the leading edge flap itself.

The wings before the bird: an evaluation of flapping-based locomotory hypotheses in bird antecedents.

PubMed

Dececchi, T Alexander; Larsson, Hans C E; Habib, Michael B

2016-01-01

Powered flight is implicated as a major driver for the success of birds. Here we examine the effectiveness of three hypothesized pathways for the evolution of the flight stroke, the forelimb motion that powers aerial locomotion, in a terrestrial setting across a range of stem and basal avians: flap running, Wing Assisted Incline Running (WAIR), and wing-assisted leaping. Using biomechanical mathematical models based on known aerodynamic principals and in vivo experiments and ground truthed using extant avians we seek to test if an incipient flight stroke may have contributed sufficient force to permit flap running, WAIR, or leaping takeoff along the phylogenetic lineage from Coelurosauria to birds. None of these behaviours were found to meet the biomechanical threshold requirements before Paraves. Neither was there a continuous trend of refinement for any of these biomechanical performances across phylogeny nor a signal of universal applicability near the origin of birds. None of these flap-based locomotory models appear to have been a major influence on pre-flight character acquisition such as pennaceous feathers, suggesting non-locomotory behaviours, and less stringent locomotory behaviours such as balancing and braking, played a role in the evolution of the maniraptoran wing and nascent flight stroke. We find no support for widespread prevalence of WAIR in non-avian theropods, but can't reject its presence in large winged, small-bodied taxa like Microraptor and Archaeopteryx. Using our first principles approach we find that "near flight" locomotor behaviors are most sensitive to wing area, and that non-locomotory related selection regimes likely expanded wing area well before WAIR and other such behaviors were possible in derived avians. These results suggest that investigations of the drivers for wing expansion and feather elongation in theropods need not be intrinsically linked to locomotory adaptations, and this separation is critical for our understanding of the origin of powered flight and avian evolution.

A three dimensional unsteady iterative panel method with vortex particle wakes and boundary layer model for bio-inspired multi-body wings

NASA Astrophysics Data System (ADS)

Dhruv, Akash; Blower, Christopher; Wickenheiser, Adam M.

2015-03-01

The ability of UAVs to operate in complex and hostile environments makes them useful in military and civil operations concerning surveillance and reconnaissance. However, limitations in size of UAVs and communication delays prohibit their operation close to the ground and in cluttered environments, which increase risks associated with turbulence and wind gusts that cause trajectory deviations and potential loss of the vehicle. In the last decade, scientists and engineers have turned towards bio-inspiration to solve these issues by developing innovative flow control methods that offer better stability, controllability, and maneuverability. This paper presents an aerodynamic load solver for bio-inspired wings that consist of an array of feather-like flaps installed across the upper and lower surfaces in both the chord- and span-wise directions, mimicking the feathers of an avian wing. Each flap has the ability to rotate into both the wing body and the inbound airflow, generating complex flap configurations unobtainable by traditional wings that offer improved aerodynamic stability against gusting flows and turbulence. The solver discussed is an unsteady three-dimensional iterative doublet panel method with vortex particle wakes. This panel method models the wake-body interactions between multiple flaps effectively without the need to define specific wake geometries, thereby eliminating the need to manually model the wake for each configuration. To incorporate viscous flow characteristics, an iterative boundary layer theory is employed, modeling laminar, transitional and turbulent regions over the wing's surfaces, in addition to flow separation and reattachment locations. This technique enables the boundary layer to influence the wake strength and geometry both within the wing and aft of the trailing edge. The results obtained from this solver are validated using experimental data from a low-speed suction wind tunnel operating at Reynolds Number 300,000. This method enables fast and accurate assessment of aerodynamic loads for initial design of complex wing configurations compared to other methods available.

The wings before the bird: an evaluation of flapping-based locomotory hypotheses in bird antecedents

PubMed Central

Larsson, Hans C.E.; Habib, Michael B.

2016-01-01

Background: Powered flight is implicated as a major driver for the success of birds. Here we examine the effectiveness of three hypothesized pathways for the evolution of the flight stroke, the forelimb motion that powers aerial locomotion, in a terrestrial setting across a range of stem and basal avians: flap running, Wing Assisted Incline Running (WAIR), and wing-assisted leaping. Methods: Using biomechanical mathematical models based on known aerodynamic principals and in vivo experiments and ground truthed using extant avians we seek to test if an incipient flight stroke may have contributed sufficient force to permit flap running, WAIR, or leaping takeoff along the phylogenetic lineage from Coelurosauria to birds. Results: None of these behaviours were found to meet the biomechanical threshold requirements before Paraves. Neither was there a continuous trend of refinement for any of these biomechanical performances across phylogeny nor a signal of universal applicability near the origin of birds. None of these flap-based locomotory models appear to have been a major influence on pre-flight character acquisition such as pennaceous feathers, suggesting non-locomotory behaviours, and less stringent locomotory behaviours such as balancing and braking, played a role in the evolution of the maniraptoran wing and nascent flight stroke. We find no support for widespread prevalence of WAIR in non-avian theropods, but can’t reject its presence in large winged, small-bodied taxa like Microraptor and Archaeopteryx. Discussion: Using our first principles approach we find that “near flight” locomotor behaviors are most sensitive to wing area, and that non-locomotory related selection regimes likely expanded wing area well before WAIR and other such behaviors were possible in derived avians. These results suggest that investigations of the drivers for wing expansion and feather elongation in theropods need not be intrinsically linked to locomotory adaptations, and this separation is critical for our understanding of the origin of powered flight and avian evolution. PMID:27441115

Evaluation of advanced lift concepts and fuel conservative short-haul aircraft, volume 1

NASA Technical Reports Server (NTRS)

Renshaw, J. H.; Bowden, M. K.; Narucki, C. W.; Bennett, J. A.; Smith, P. R.; Ferrill, R. S.; Randall, C. C.; Tibbetts, J. G.; Patterson, R. W.; Meyer, R. T.

1974-01-01

The performance and economics of a twin-engine augmentor wing airplane were evaluated in two phases. Design aspects of the over-the-wing/internally blown flap hybrid, augmentor wing, and mechanical flap aircraft were investigated for 910 m. field length with parametric extension to other field lengths. Fuel savings achievable by application of advanced lift concepts to short-haul aircraft were evaluated and the effect of different field lengths, cruise requirements, and noise levels on fuel consumption and airplane economics at higher fuel prices were determined. Conclusions and recommendations are presented.

Computational Evaluation of the Steady and Pulsed Jet Effects on the Performance of a Circulation Control Wing Section

NASA Technical Reports Server (NTRS)

Liu, Yi; Sankar, Lakshmi N.; Englar, Robert; Ahuja, K.; Gaeta, R.

2003-01-01

Circulation Control Wing (CCW) technology is a very effective way of achieving very high lift coefficients needed by aircraft during take-off and landing. This technology can also be used to directly control the flow field over the wing. Compared to a conventional high-lift system, a Circulation Control Wing (CCW) can generate the required values of lift coefficient C(sub L,max) during take-off/landing with fewer or no moving parts and much less complexity. Earlier designs of CCW configurations used airfoils with a large radius rounded trailing edge to maximize the lift benefit. However, these designs also produced very high drag. These high drag levels associated with the blunt, large radius trailing edge can be prohibitive under cruise conditions when Circulation Control is no longer necessary. To overcome this difficulty, an advanced CCW section, i.e., a circulation hinged flap was developed to replace the original rounded trailing edge CC airfoil. This concept developed by Englar is shown. The upper surface of the CCW flap is a large-radius arc surface, but the lower surface of the flap is flat. The flap could be deflected from 0 degrees to 90 degrees. When an aircraft takes-off or lands, the flap is deflected as in a conventional high lift system. Then this large radius on the upper surface produces a large jet turning angle, leading to high lift. When the aircraft is in cruise, the flap is retracted and a conventional sharp trailing edge shape results, greatly reducing the drag. This kind of flap does have some moving elements that increase the weight and complexity over an earlier CCW design. But overall, the hinged flap design still maintains most of the Circulation Control high lift advantages, while greatly reducing the drag in cruising condition associated with the rounded trailing edge CCW design. In the present work, an unsteady three-dimensional Navier-Stokes analysis procedure has been developed and applied to this advanced CCW configuration. The solver can be used in both a 2-D and a 3-D mode, and can thus model airfoils as well as finite wings. The jet slot location, slot height, and the flap angle can all be varied easily and individually in the grid generator and the flow solver. Steady jets, pulsed jets, the leading edge and trailing edge blowing can all be studied with this solver.

The Hydrodynamics of Plesiosaurs

NASA Astrophysics Data System (ADS)

Muscutt, Luke; Ganapathisubramani, Bharathram; Dyke, Gareth; Weymouth, Gabriel

2015-11-01

Plesiosaurs are extinct marine reptiles that existed at the same time as the dinosaurs, and are the only known animals to swim by actively flapping their four wing-like flippers. This can be viewed as a tandem flapping wing problem, where the hind wing is operating in the wake of the fore wing. Experiments using full-scale robotic plesiosaur flippers in a large flume tank have been used to investigate the kinematics and interaction of the flippers. The flippers are actuated in heave and pitch, and a combination of force measurements and flow visualization are used to analyze the characteristics of the vortex interaction between the flippers. Previous two-dimensional numerical simulations have shown that certain kinematics give an increase in thrust of the hind flipper of up to 50%. The current experiments determine if such thrust augmentation is present for a three-dimensional flowfield and determine the kinematics that give the highest possible thrust. This will help to answer paleo-biological questions about the function and evolution of the plesiosaur flippers, along with helping to determine if tandem flapping wings could be a viable propulsion system for autonomous underwater vehicles. Support from EPSRC and Ginko Investments Ltd.

Assessment at full scale of nozzle/wing geometry effects on OTW aeroacoustic characteristics. [Over The Wing STOL engine configurations

NASA Technical Reports Server (NTRS)

Groesbeck, D.; Von Glahn, U.

1979-01-01

The effects on acoustic characteristics of nozzle type and location on a wing for STOL engine over-the-wing configurations are assessed at full scale on the basis of model-scale data. Three types of nozzle configurations are evaluated: a circular nozzle with external deflector mounted above the wing, a slot nozzle with external deflector mounted on the wing and a slot nozzle mounted on the wing. Nozzle exhaust plane locations with respect to the wing leading edge are varied from 10 to 46 percent chord (flaps retracted) with flap angles of 20 deg (take-off attitude) and 60 deg (approach attitude). Perceived noise levels (PNL) are calculated as a function of flyover distance at 152 m altitude. From these plots, static EPNL values, defined as flyover relative noise levels, are calculated and plotted as a function of lift and thrust ratios. From such plots the acoustic benefits attributable to variations in nozzle/deflector/wing geometry at full scale are assessed for equal aerodynamic performance.

Investigation of Vortex Flaps and Other Flow Control Devices on Generic High-Speed Civil Transport Planforms

NASA Technical Reports Server (NTRS)

Kjerstad, Kevin J.; Campbell, Bryan A.; Gile, Brenda E.; Kemmerly, Guy T.

1999-01-01

A parametric cranked delta planform study has been conducted in the Langley 14- by 22-Foot Subsonic Tunnel with the following objectives: (1) to evaluate the vortex flap design methodology for cranked delta wings, (2) to determine the influence of leading-edge sweep and the outboard wing on vortex flap effectiveness, (3) to evaluate novel flow control concepts, and (4) to validate unstructured grid Euler computer code predictions with modeled vortex and trailing-edge flaps. Two families of cranked delta planforms were investigated. One family had constant aspect ratio, while the other had a constant nondimensional semispan location of the leading-edge break. The inboard leading-edge sweep of the planforms was varied between 68 deg., 71 deg., and 74 deg., while outboard leading-edge sweep was varied between 48 deg. and 61 deg. Vortex flaps for the different planforms were designed by an analytical vortex flap design method. The results indicate that the effectiveness of the vortex flaps was only slightly influenced by the variations in the parametric planforms. The unstructured grid Euler computer code was successfully used to model the configurations with vortex flaps. The vortex trap concept was successfully demonstrated.

Passive Porous Treatment for Reducing Flap Side-Edge Noise

NASA Technical Reports Server (NTRS)

Choudhari, Meelan M.; Khorrami, Mehdi R.

2008-01-01

A passive porous treatment has been proposed as a means of suppressing noise generated by the airflow around the side edges of partial-span flaps on airplane wings when the flaps are extended in a high-lift configuration. The treatment proposed here does not incur any aerodynamic penalties and could easily be retrofit to existing airplanes. The treatment could also be applied to reduce noise generated by turbomachinery, including wind turbines. Innovative aspects of the proposed treatment include a minimum treatment area and physics-based procedure for treatment design. The efficacy of the treatment was confirmed during wind-tunnel experiments at NASA Ames, wherein the porous treatment was applied to a minute surface area in the vicinity of a flap edge on a 26-percent model of Boeing 777-200 wing.

DFS Dive-control Brakes for Gliders and Airplanes ; And, Analytical Study of the Drag of the DFS Dive-control Brake

NASA Technical Reports Server (NTRS)

Jacobs, Hans; Wanner, Adolf

1940-01-01

These two reports are surveys on the progress and present state of development of dive-control flaps for gliders and airplanes. The second article describes how on the basis of wind tunnel and free-flight tests, the drag increase on brake flaps of the type DFS, can be predicted. Pressure records confirm a two-dimensional load distribution along the brake-flap surface Aerodynamically, the location of the brake flaps along the span is of importance for reasons of avoidance of vibration and oscillation phenomena on control and tail surfaces; statically, because of the magnitude of the frontal drag in diving with respect to the bending moments, which may become decisive for the dimensions of the wing attachment and for the wing covering.

Detached Eddy Simulation of Flap Side-Edge Flow

NASA Technical Reports Server (NTRS)

Balakrishnan, Shankar K.; Shariff, Karim R.

2016-01-01

Detached Eddy Simulation (DES) of flap side-edge flow was performed with a wing and half-span flap configuration used in previous experimental and numerical studies. The focus of the study is the unsteady flow features responsible for the production of far-field noise. The simulation was performed at a Reynolds number (based on the main wing chord) of 3.7 million. Reynolds Averaged Navier-Stokes (RANS) simulations were performed as a precursor to the DES. The results of these precursor simulations match previous experimental and RANS results closely. Although the present DES simulations have not reached statistical stationary yet, some unsteady features of the developing flap side-edge flowfield are presented. In the final paper it is expected that statistically stationary results will be presented including comparisons of surface pressure spectra with experimental data.

Gurney flap—Lift enhancement, mechanisms and applications

NASA Astrophysics Data System (ADS)

Wang, J. J.; Li, Y. C.; Choi, K.-S.

2008-01-01

Since its invention by a race car driver Dan Gurney in 1960s, the Gurney flap has been used to enhance the aerodynamics performance of subsonic and supercritical airfoils, high-lift devices and delta wings. In order to take stock of recent research and development of Gurney flap, we have carried out a review of the characteristics and mechanisms of lift enhancement by the Gurney flap and its applications. Optimum design of the Gurney flap is also summarized in this paper. For the Gurney flap to be effective, it should be mounted at the trailing edge perpendicular to the chord line of airfoil or wing. The flap height must be of the order of local boundary layer thickness. For subsonic airfoils, an additional Gurney flap increases the pressure on the upstream surface of the Gurney flap, which increases the total pressure of the lower surface. At the same time, a long wake downstream of the flap containing a pair of counter-rotating vortices can delay or eliminate the flow separation near the trailing edge on the upper surface. Correspondingly, the total suction on the airfoil is increased. For supercritical airfoils, the lift enhancement of the Gurney flap mainly comes from its ability to shift the shock on the upper surface in the downstream. Applications of the Gurney flap to modern aircraft design are also discussed in this review.

Development of an Automatic Grid Generator for Multi-Element High-Lift Wings

NASA Technical Reports Server (NTRS)

Eberhardt, Scott; Wibowo, Pratomo; Tu, Eugene

1996-01-01

The procedure to generate the grid around a complex wing configuration is presented in this report. The automatic grid generation utilizes the Modified Advancing Front Method as a predictor and an elliptic scheme as a corrector. The scheme will advance the surface grid one cell outward and the newly obtained grid is corrected using the Laplace equation. The predictor-corrector step ensures that the grid produced will be smooth for every configuration. The predictor-corrector scheme is extended for a complex wing configuration. A new technique is developed to deal with the grid generation in the wing-gaps and on the flaps. It will create the grids that fill the gap on the wing surface and the gap created by the flaps. The scheme recognizes these configurations automatically so that minimal user input is required. By utilizing an appropriate sequence in advancing the grid points on a wing surface, the automatic grid generation for complex wing configurations is achieved.

Assessment at full scale of exhaust nozzle-to-wing size on STOL-OTW acoustic characteristics

NASA Technical Reports Server (NTRS)

Von Glahn, U.; Groesbeck, D.

1979-01-01

On the basis of static zero/acoustic data obtained at model scale, the effect of exhaust nozzle size on flyover noise is evaluated at full scale for different STOL-OTW nozzle configurations. Three types of nozzles are evaluated: a circular/deflector nozzle mounted above the wing, a slot/deflector nozzle mounted on the wing, and a slot nozzle mounted on the wing. The nozzle exhaust plane location, measured from the wing leading edge was varied from 10 to 46 percent of the wing chord (flaps retracted). Flap angles of 20 deg (takeoff) and 60 deg (approach) are included in the study. Initially, perceived noise levels (PNL) are calculated as a function of flyover distance at 152 m altitude. From these plots static EPNL values, defined as flyover relative noise levels, then are obtained as functions of nozzle size for equal aerodynamic performance (lift and thrust). On the basis of these calculations, the acoustic benefits attributable to nozzle size relative to a given wing chord size are assessed.

Assessment at full scale of exhaust nozzle to wing size on STOL-OTW acoustic characteristics

NASA Technical Reports Server (NTRS)

Vonglahn, U.; Grosbeck, D.

1979-01-01

On the basis of static aero/acoustic data obtained at model scale, the effect of exhaust nozzle size on flyover noise is evaluated at full scale for different STOL-OTW nozzle configurations. Three types of nozzles are evaluated: a circular/deflector nozzle mounted above the wing; a slot/deflector nozzle mounted on the wing; and a slot nozzle mounted on the wing. The nozzle exhaust plane location, measured from the wing leading edge, was varied from 10 to 46 percent of the wing chord (flaps retracted). Flap angles of 20 deg (takeoff) and 60 deg (approach) are included in the study. Initially, perceived noise levels (PNL) are calculated as a function flyover distance at 152m altitude. From these plots, static EPNL values (defined as flyover relative noise levels), are obtained as functions of nozzle size for equal aerodynamic performance (lift and thrust). The acoustic benefits attributable to nozzle size relative to a given wing chord size are assessed.

Full-scale Wind-tunnel to Determine a Satisfactory Location for a Service Pitot-static Tube on a Low-wing Monoplane

NASA Technical Reports Server (NTRS)

Parsons, John F

1936-01-01

Surveys of the air flow over the upper surface of four different airfoils were made in the full-scale wind tunnel to determine a satisfactory location for a fixed Pitot-static tube on a low-wing monoplane. The selection was based on small interference errors, less than 5 percent, and on a consideration of structural and ground handling problems. The most satisfactory location on the airfoils without flaps that were investigated was 10 percent of the chord aft and 25 percent of the chord above the trailing edge of a section approximately 40 percent of the semispan inboard of the wing tip. No satisfactory location was found near the wing when the flaps were deflected.

Pitching motion control of a butterfly-like 3D flapping wing-body model

NASA Astrophysics Data System (ADS)

Suzuki, Kosuke; Minami, Keisuke; Inamuro, Takaji

2014-11-01

Free flights and a pitching motion control of a butterfly-like flapping wing-body model are numerically investigated by using an immersed boundary-lattice Boltzmann method. The model flaps downward for generating the lift force and backward for generating the thrust force. Although the model can go upward against the gravity by the generated lift force, the model generates the nose-up torque, consequently gets off-balance. In this study, we discuss a way to control the pitching motion by flexing the body of the wing-body model like an actual butterfly. The body of the model is composed of two straight rigid rod connected by a rotary actuator. It is found that the pitching angle is suppressed in the range of +/-5° by using the proportional-plus-integral-plus-derivative (PID) control for the input torque of the rotary actuator.

FRONT DETAIL OF RIGHT ENGINE AND WING. MECHANICS CHECK METAL ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

FRONT DETAIL OF RIGHT ENGINE AND WING. MECHANICS CHECK METAL CHIP DETECTOR ON RIGHT ENGINE. THE LEADING EDGE FLAPS ON THE RIGHT WING ARE DOWN PRIOR TO LUBRICATION. - Greater Buffalo International Airport, Maintenance Hangar, Buffalo, Erie County, NY

Computation of spanwise distribution of circulation and lift coefficient for flapped wings of arbitrary planform

NASA Technical Reports Server (NTRS)

Razak, K.

1980-01-01

The question of the effect of distribution and magnitude of spanwise circulation and shed vorticity from an airplane wing on the distribution pattern of agricultural products distributed from an airplane was studied. The first step in an analysis of this question is the determination of the actual distribution of lift along an airplane wing, from which the pattern of shed vorticity can be determined. A procedure is developed to calculate the span loading for flapped and unflapped wings of arbitrary aspect ratio and taper ratio. The procedure was programmed on a small programmable calculator, the Hewlett Packard HP-97, and also was programmed in BASIC language. They could be used to explore the variations in span loading that can be secured by variable flap deflections or the effect of flying at varying air speeds at different airplane gross weights. Either an absolute evaluation of span loading can be secured or comparative span loading can be evaluated to determine their effect on swath width and swath distribution pattern. The programs are intended to assist the user in evaluating the effect of a given spanload distribution.

Water Tunnel Studies of Dynamic Wing Flap Effects

DTIC Science & Technology

2016-06-01

applications where dynamic flaps have been studied are in the active elevon rotor and wind turbines . Any analytical or computational study needs to be...observed here that most of these pertain to other applications such as rotorcraft and wind turbine flow control. At times, a Gurney flap has been for...the flap-slices used. Source: [12]. .......................14 Figure 6. NACA 2212 at wind tunnel section. Source: [8

A modeling approach to energy savings of flying Canada geese using computational fluid dynamics.

PubMed

Maeng, Joo-Sung; Park, Jae-Hyung; Jang, Seong-Min; Han, Seog-Young

2013-03-07

A flapping flight mechanism of the Canada goose (Branta canadensis) was estimated using a two-jointed arm model in unsteady aerodynamic performance to examine how much energy can be saved in migration. Computational fluid dynamics (CFD) was used to evaluate airflow fields around the wing and in the wake. From the distributions of velocity and pressure on the wing, it was found that about 15% of goose flight energy could be saved by drag reduction from changing the morphology of the wing. From the airflow field in the wake, it was found that a pair of three-dimensional spiral flapping advantage vortices (FAV) was alternately generated. We quantitatively deduced that the optimal depth (the distance along the flight path between birds) was around 4m from the wing tip of a goose ahead, and optimal wing tip spacing (WTS, the distance between wing tips of adjacent birds perpendicular to the flight path) ranged between 0 and -0.40m in the spanwise section. It was found that a goose behind can save about 16% of its energy by induced power from FAV in V-formation. The phase difference of flapping between the goose ahead and behind was estimated at around 90.7° to take full aerodynamic benefit caused by FAV. Copyright © 2012 Elsevier Ltd. All rights reserved.

The inertial power and inertial force of robotic and natural bat wing

NASA Astrophysics Data System (ADS)

Yin, Dongfu; Zhang, Zhisheng

2016-03-01

Based on the acquired length and angle data of bat skeletons, a four-degree freedom robotic bat wing and an identical computational model with flap, sweep, elbow and wrist motions were presented. By considering the digits motions, a biomimetic bat skeleton model with seven-degree freedom was established as well. The effects of frequency, amplitude and downstroke ratio, as well as the components of inertial power and force on different directions, were studied. The experimental and computational results indicated that the inertial power and force accounted for the largest part on flap direction, the wing fold during upstroke could reduce the inertial power and force.

Flapping before Flight: High Resolution, Three-Dimensional Skeletal Kinematics of Wings and Legs during Avian Development

PubMed Central

Heers, Ashley M.; Baier, David B.; Jackson, Brandon E.; Dial, Kenneth P.

2016-01-01

Some of the greatest transformations in vertebrate history involve developmental and evolutionary origins of avian flight. Flight is the most power-demanding mode of locomotion, and volant adult birds have many anatomical features that presumably help meet these demands. However, juvenile birds, like the first winged dinosaurs, lack many hallmarks of advanced flight capacity. Instead of large wings they have small “protowings”, and instead of robust, interlocking forelimb skeletons their limbs are more gracile and their joints less constrained. Such traits are often thought to preclude extinct theropods from powered flight, yet young birds with similarly rudimentary anatomies flap-run up slopes and even briefly fly, thereby challenging longstanding ideas on skeletal and feather function in the theropod-avian lineage. Though skeletons and feathers are the common link between extinct and extant theropods and figure prominently in discussions on flight performance (extant birds) and flight origins (extinct theropods), skeletal inter-workings are hidden from view and their functional relationship with aerodynamically active wings is not known. For the first time, we use X-ray Reconstruction of Moving Morphology to visualize skeletal movement in developing birds, and explore how development of the avian flight apparatus corresponds with ontogenetic trajectories in skeletal kinematics, aerodynamic performance, and the locomotor transition from pre-flight flapping behaviors to full flight capacity. Our findings reveal that developing chukars (Alectoris chukar) with rudimentary flight apparatuses acquire an “avian” flight stroke early in ontogeny, initially by using their wings and legs cooperatively and, as they acquire flight capacity, counteracting ontogenetic increases in aerodynamic output with greater skeletal channelization. In conjunction with previous work, juvenile birds thereby demonstrate that the initial function of developing wings is to enhance leg performance, and that aerodynamically active, flapping wings might better be viewed as adaptations or exaptations for enhancing leg performance. PMID:27100994

Rational function representation of flap noise spectra including correction for reflection effects. [acoustic properties of engine exhaust jets deflected for externally blown flaps

NASA Technical Reports Server (NTRS)

Miles, J. H.

1974-01-01

A rational function is presented for the acoustic spectra generated by deflection of engine exhaust jets for under-the-wing and over-the-wing versions of externally blown flaps. The functional representation is intended to provide a means for compact storage of data and for data analysis. The expressions are based on Fourier transform functions for the Strouhal normalized pressure spectral density, and on a correction for reflection effects based on the N-independent-source model of P. Thomas extended by use of a reflected ray transfer function. Curve fit comparisons are presented for blown flap data taken from turbofan engine tests and from large scale cold-flow model tests. Application of the rational function to scrubbing noise theory is also indicated.

A PIV Study of Baseline and Controlled Flow over the Highly Deflected Flap of a Generic Low Aspect Ratio Trapezoidal Wing

NASA Astrophysics Data System (ADS)

Tewes, Philipp; Genschow, Konstantin; Little, Jesse; Wygnanski, Israel

2017-11-01

A detailed flow survey using PIV was conducted over a highly-deflected flap (55°) of a low-aspect ratio trapezoidal wing. The wing section is a NACA 0012 with 45° sweep at both the leading and trailing edges, an aspect ratio of 1.5 and a taper ratio of 0.27. The main element is equipped with 7 equally spaced fluidic oscillators, covering the inner 60 % of the span, located near the flap hinge. Experiments were carried out at 0° and 8° incidence at a Reynolds number of 1.7 .106 for both baseline and active flow control (AFC) cases. Velocity ISO-surfaces, x-vorticity and streamlines are analyzed / discussed. A flap leading edge vortex governs the baseline flow field for 0°. This vortical structure interacts with the jets emitted by the actuators (Cμ = 1 %). Its development is hampered and the vortex is redirected toward the trailing edge resulting in a CL increase. At 8°, the dominant flap leading edge vortex could not be detected and is believed to have already merged with the tip vortex. AFC attached the flow over the flap and enhanced the lift by up to 20 % while maintaining longitudinal stability. The dominant flow features in the AFC cases are actuator-generated streamwise vortices which appear stronger at 8°. This work was supported by the Office of Naval Research under ONR Grant No. N00014-14-1-0387.

Experimental Aerodynamic Characteristics of an Oblique Wing for the F-8 OWRA

NASA Technical Reports Server (NTRS)

Kennelly, Robert A., Jr.; Carmichael, Ralph L.; Smith, Stephen C.; Strong, James M.; Kroo, Ilan M.

1999-01-01

An experimental investigation was conducted during June-July 1987 in the NASA Ames 11-Foot Transonic Wind Tunnel to study the aerodynamic performance and stability and control characteristics of a 0.087-scale model of an F-8 airplane fitted with an oblique wing. This effort was part of the Oblique Wing Research Aircraft (OWRA) program performed in conjunction with Rockwell International. The Ames-designed, aspect ratio 10.47, tapered wing used specially designed supercritical airfoils with 0.14 thickness/chord ratio at the root and 0.12 at the 85% span location. The wing was tested at two different mounting heights above the fuselage. Performance and longitudinal stability data were obtained at sweep angles of 0deg, 30deg, 45deg, 60deg, and 65deg at Mach numbers ranging from 0.30 to 1.40. Reynolds number varied from 3.1 x 10(exp 6)to 5.2 x 10(exp 6), based on the reference chord length. Angle of attack was varied from -5deg to 18deg. The performance of this wing is compared with that of another oblique wing, designed by Rockwell International, which was tested as part of the same development program. Lateral-directional stability data were obtained for a limited combination of sweep angles and Mach numbers. Sideslip angle was varied from -5deg to +5deg. Landing flap performance was studied, as were the effects of cruise flap deflections to achieve roll trim and tailor wing camber for various flight conditions. Roll-control authority of the flaps and ailerons was measured. A novel, deflected wing tip was evaluated for roll-control authority at high sweep angles.

Transonic Free-To-Roll Analysis of the F/A-18E and F-35 Configurations

NASA Technical Reports Server (NTRS)

Owens, D. Bruce; McConnell, Jeffrey K.; Brandon, Jay M.; Hall, Robert M.

2004-01-01

The free-to-roll technique is used as a tool for predicting areas of uncommanded lateral motions. Recently, the NASA/Navy/Air Force Abrupt Wing Stall Program extended the use of this technique to the transonic speed regime. Using this technique, this paper evaluates various wing configurations on the pre-production F/A-18E aircraft and the Joint Strike Fighter (F-35) aircraft. The configurations investigated include leading and trailing edge flap deflections, fences, leading edge flap gap seals, and vortex generators. These tests were conducted in the NASA Langley 16-Foot Transonic Tunnel. The analysis used a modification of a figure-of-merit developed during the Abrupt Wing Stall Program to discern configuration effects. The results showed how the figure-of-merit can be used to schedule wing flap deflections to avoid areas of uncommanded lateral motion. The analysis also used both static and dynamic wind tunnel data to provide insight into the uncommanded lateral behavior. The dynamic data was extracted from the time history data using parameter identification techniques. In general, modifications to the pre-production F/A-18E resulted in shifts in angle-of-attack where uncommanded lateral activity occurred. Sealing the gap between the inboard and outboard leading-edge flaps on the Navy version of the F-35 eliminated uncommanded lateral activity or delayed the activity to a higher angle-of-attack.

A two-dimensional iterative panel method and boundary layer model for bio-inspired multi-body wings

NASA Astrophysics Data System (ADS)

Blower, Christopher J.; Dhruv, Akash; Wickenheiser, Adam M.

2014-03-01

The increased use of Unmanned Aerial Vehicles (UAVs) has created a continuous demand for improved flight capabilities and range of use. During the last decade, engineers have turned to bio-inspiration for new and innovative flow control methods for gust alleviation, maneuverability, and stability improvement using morphing aircraft wings. The bio-inspired wing design considered in this study mimics the flow manipulation techniques performed by birds to extend the operating envelope of UAVs through the installation of an array of feather-like panels across the airfoil's upper and lower surfaces while replacing the trailing edge flap. Each flap has the ability to deflect into both the airfoil and the inbound airflow using hinge points with a single degree-of-freedom, situated at 20%, 40%, 60% and 80% of the chord. The installation of the surface flaps offers configurations that enable advantageous maneuvers while alleviating gust disturbances. Due to the number of possible permutations available for the flap configurations, an iterative constant-strength doublet/source panel method has been developed with an integrated boundary layer model to calculate the pressure distribution and viscous drag over the wing's surface. As a result, the lift, drag and moment coefficients for each airfoil configuration can be calculated. The flight coefficients of this numerical method are validated using experimental data from a low speed suction wind tunnel operating at a Reynolds Number 300,000. This method enables the aerodynamic assessment of a morphing wing profile to be performed accurately and efficiently in comparison to Computational Fluid Dynamics methods and experiments as discussed herein.

An Investigation of the Low-speed Stability and Control Characteristics of Swept-forward and Swept-back Wing in the Ames 40- by 80-foot Wind Tunnel

NASA Technical Reports Server (NTRS)

Mccormack, Gerald M; Stevens, Victor I , Jr

1947-01-01

An investigation has been made at large scale of the characteristics of highly swept wings. Data were obtained at several angles of sideslip on wings having angles of sweep of plus or minus 45 degrees, plus or minus 30 degrees, and 0 degrees. The airfoil sections of the wings varied from approximately NACA 0015 at the root to NACA 23009 at the tip. Each wing was investigated with flaps under flection, partial-span split flaps deflected 60 degrees, full-span split flaps defected 60 degrees and split-flap-type ailerons deflected plus or minus 15 degrees. Values of maximum lift were obtained at Reynolds numbers raging from 5.7 to 9.2 times 10 to the 6th power. In this report the summarized results are compared with the predictions made by use of the simplified theory for the effect of sweep and with existing small-scale data. The basic wind-tunnel results from which these summary data were taken are included in an appendix. The primary problems accompanying the use of weep as revealed by this investigation are the loss in maximum lift, the high effective dihedral, and the sharp reduction in lateral-control effectiveness. In general, simple theory enables good predictions to be made of the gross effects of sweep but further refinements are necessary to obtain the accuracy required for design purposes. In cases where comparisons can be made, the indications are that, as sweep increases, scale effects diminish and large-scale results approach small-scale results.

Observations on Leading-Edge Vortex Development

NASA Astrophysics Data System (ADS)

Glenn, Michael; Lang, Amy; Wahidi, Redha; Wilroy, Jacob

2016-11-01

Most of an insect's lift comes from the leading edge vortex (LEV) that they produce when flapping their wings. There are many variables that make a LEV either stronger or weaker such as: roughness from the scales on their wings, angle of attack (AoA) of wing, size of the wing, and speed of the wing during flapping motion. Experiments were conducted to study LEV development to gain a better understanding of butterfly flight and the importance of LEV formation. The variables emphasized in this particular experiment were the chord length Reynolds numbers. Two smooth plates of 4 inches and 7 inches were compared in this experiment with Re of 1500 and 3000. Matlab was used to track the LEV location and calculate the vorticity and circulation magnitudes. Differences in LEV vortex strength as a function of chord length will be presented. Funding was provided by NSF REU site Grant EEC 1358991 and CBET Grant 1628600.

QCSEE UTW engine powered-lift acoustic performance

NASA Technical Reports Server (NTRS)

Loeffler, I. J.; Samanich, N. E.; Bloomer, H. E.

1980-01-01

Powered-lift acoustic test of the Quiet Clean Short Haul Experimental Engine (QCSEE) under the wing (UTW) engine are reported. Propulsion systems for two powered-lift concepts were designed, fabricated, and tested. In addition to low noise features, the designs included composite structures, gear-driven fans, digital control, and a variable pitch fan (UTW). The UTW engine was tested in a static ground test facility with wing and flap segments to simulate installation on a short haul transport aircraft of the future. Powered-lift acoustic performance of the UTW engine is compared with that of the previously tested and reported QCSEE over-the-wing (OTW) engine. Both engines were slightly above the noise goal but were significantly below current FAA and modern wide-body jet transport levels. The UTW system in the powered-lift mode was penalized by reflected engine noise from the wing and flap system, while the OTW system was benefitted by a wing noise shielding effect.

The aerodynamic benefit of wing-wing interaction depends on stroke trajectory in flapping insect wings.

PubMed

Lehmann, Fritz-Olaf; Pick, Simon

2007-04-01

Flying insects may enhance their flight force production by contralateral wing interaction during dorsal stroke reversal ('clap-and-fling'). In this study, we explored the forces and moments due to clap-and-fling at various wing tip trajectories, employing a dynamically scaled electromechanical flapping device. The 17 tested bio-inspired kinematic patterns were identical in stroke amplitude, stroke frequency and angle of attack with respect to the horizontal stroke plane but varied in heaving motion. Clap-and-fling induced vertical force augmentation significantly decreased with increasing vertical force production averaged over the entire stroke cycle, whereas total force augmentation was independent from changes in force produced by a single wing. Vertical force augmentation was also largely independent of forces produced due to wing rotation at the stroke reversals, the sum of rotational circulation and wake capture force. We obtained maximum (17.4%) and minimum (1.4%) vertical force augmentation in two types of figure-eight stroke kinematics whereby rate and direction of heaving motion during fling may explain 58% of the variance in vertical force augmentation. This finding suggests that vertical wing motion distinctly alters the flow regime at the beginning of the downstroke. Using an analytical model, we determined pitching moments acting on an imaginary body of the flapping device from the measured time course of forces, the changes in length of the force vector's moment arm, the position of the centre of mass and body angle. The data show that pitching moments are largely independent from mean vertical force; however, clap-and-fling reinforces mean pitching moments by approximately 21%, compared to the moments produced by a single flapping wing. Pitching moments due to clap-and-fling significantly increase with increasing vertical force augmentation and produce nose-down moments in most of the tested patterns. The analytical model, however, shows that algebraic sign and magnitude of these moments may vary distinctly depending on both body angle and the distance between the wing hinge and the animal's centre of mass. Altogether, the data suggest that the benefit of clap-and-fling wing beat for vertical force enhancement and pitch balance may change with changing heaving motion and thus wing tip trajectory during manoeuvring flight. We hypothesize that these dependencies may have shaped the evolution of wing kinematics in insects that are limited by aerodynamic lift rather than by mechanical power of their flight musculature.

Aerodynamics of a beetle in take-off flights

NASA Astrophysics Data System (ADS)

Lee, Boogeon; Park, Hyungmin; Kim, Sun-Tae

2015-11-01

In the present study, we investigate the aerodynamics of a beetle in its take-off flights based on the three-dimensional kinematics of inner (hindwing) and outer (elytron) wings, and body postures, which are measured with three high-speed cameras at 2000 fps. To track the highly deformable wing motions, we distribute 21 morphological markers and use the modified direct linear transform algorithm for the reconstruction of measured wing motions. To realize different take-off conditions, we consider two types of take-off flights; that is, one is the take-off from a flat ground and the other is from a vertical rod mimicking a branch of a tree. It is first found that the elytron which is flapped passively due to the motion of hindwing also has non-negligible wing-kinematic parameters. With the ground, the flapping amplitude of elytron is reduced and the hindwing changes its flapping angular velocity during up and downstrokes. On the other hand, the angle of attack on the elytron and hindwing increases and decreases, respectively, due to the ground. These changes in the wing motion are critically related to the aerodynamic force generation, which will be discussed in detail. Supported by the grant to Bio-Mimetic Robot Research Center funded by Defense Acquisition Program Administration (UD130070ID).

Full Scale Span Load Distribution on a Tapered Wing with Split Flaps of Various Spans

NASA Technical Reports Server (NTRS)

Parsons, John F; Silverstein, Abe

1937-01-01

Pressure-distribution tests were conducted in the full-scale wind tunnel on a 2:1 tapered U.S.A. 45 airfoil equipped with 20 percent chord split trailing-edge flaps of various spans. A special installation was employed in the tests utilizing a half-span airfoil mounted vertically above a reflection plane. The airfoil has a constant chord center section and rounded tips and is tapered in thickness from 18 percent c at the root to 9 percent c at the tip. The aerodynamic characteristics, given by the usual dimension less coefficients, are presented graphically as functions of flap span and angle of attack as well as by semispan load diagrams. The results indicate, in general, that only a relatively small increase in the normal-force coefficient is to be expected by extending the flap span of an airfoil-flap combination, similar to the one tested, beyond 70 percent of the wing span.

Two modes resonant combined motion for insect wings kinematics reproduction and lift generation

NASA Astrophysics Data System (ADS)

Faux, D.; Thomas, O.; Cattan, E.; Grondel, S.

2018-03-01

This paper presents an original concept using a two resonant vibration modes combined motion to reproduce insect wings kinematics and generate lift. The key issue is to design the geometry and the elastic characteristics of artificial wings such that a combination of flapping and twisting motions in a quadrature phase shift could be obtained. This qualitatively implies to bring the frequencies of the two resonant modes closer. For this purpose, a polymeric prototype was micromachined with a wingspan of 3 cm, flexible wings and a single actuator. An optimal wings configuration was determined with a modeling and validated through experimental modal analyses to verify the proximity of the two modes frequencies. A dedicated lift force measurement bench was developed and used to demonstrate a lift force equivalent to the prototype weight. Finally, at the maximum lift frequency, high-speed camera measurements confirmed a kinematics of the flexible wings with flapping and twisting motions in phase quadrature as expected.

Analytical model for instantaneous lift and shape deformation of an insect-scale flapping wing in hover

PubMed Central

Kang, Chang-kwon; Shyy, Wei

2014-01-01

In the analysis of flexible flapping wings of insects, the aerodynamic outcome depends on the combined structural dynamics and unsteady fluid physics. Because the wing shape and hence the resulting effective angle of attack are a priori unknown, predicting aerodynamic performance is challenging. Here, we show that a coupled aerodynamics/structural dynamics model can be established for hovering, based on a linear beam equation with the Morison equation to account for both added mass and aerodynamic damping effects. Lift strongly depends on the instantaneous angle of attack, resulting from passive pitch associated with wing deformation. We show that both instantaneous wing deformation and lift can be predicted in a much simplified framework. Moreover, our analysis suggests that resulting wing kinematics can be explained by the interplay between acceleration-related and aerodynamic damping forces. Interestingly, while both forces combine to create a high angle of attack resulting in high lift around the midstroke, they offset each other for phase control at the end of the stroke. PMID:25297319

Mechanisms of Wing Beat Sound in Flapping Wings of Beetles

NASA Astrophysics Data System (ADS)

Allen, John

2017-11-01

While the aerodynamic aspects of insect flight have received recent attention, the mechanisms of sound production by flapping wings is not well understood. Though the harmonic structure of wing beat frequency modulation has been reported with respect to biological implications, few studies have rigorously quantified it with respect directionality, phase coupling and vortex tip scattering. Moreover, the acoustic detection and classification of invasive species is both of practical as well scientific interest. In this study, the acoustics of the tethered flight of the Coconut Rhinoceros Beetle (Oryctes rhinoceros) is investigated with four element microphone array in conjunction with complementary optical sensors and high speed video. The different experimental methods for wing beat determination are compared in both the time and frequency domain. Flow visualization is used to examine the vortex and sound generation due to the torsional mode of the wing rotation. Results are compared with related experimental studies of the Oriental Flower Beetle. USDA, State of Hawaii.

A passive gust alleviation system for a light aircraft

NASA Technical Reports Server (NTRS)

Roesch, P.; Harlan, R. B.

1975-01-01

A passive aeromechanical gust alleviation system was examined for application to a Cessna 172. The system employs small auxiliary wings to sense changes in angle of attack and to drive the wing flaps to compensate the resulting incremental lift. The flaps also can be spring loaded to neutralize the effects of variations in dynamic pressure. Conditions for gust alleviation are developed and shown to introduce marginal stability if both vertical and horizontal gusts are compensated. Satisfactory behavior is realized if only vertical gusts are absorbed; however, elevator control is effectively negated by the system. Techniques to couple the elevator and flaps are demonstrated to restore full controllability without sacrifice of gust alleviation.

Leading edge flap system for aircraft control augmentation

NASA Technical Reports Server (NTRS)

Rao, D. M. (Inventor)

1984-01-01

Traditional roll control systems such as ailerons, elevons or spoilers are least effective at high angles of attack due to boundary layer separation over the wing. This invention uses independently deployed leading edge flaps on the upper surfaces of vortex stabilized wings to shift the center of lift outboard. A rolling moment is created that is used to control roll in flight at high angles of attack. The effectiveness of the rolling moment increases linearly with angle of attack. No adverse yaw effects are induced. In an alternate mode of operation, both leading edge flaps are deployed together at cruise speeds to create a very effective airbrake without appreciable modification in pitching moment. Little trim change is required.

Reflection-plane tests of spoilers on an advanced technology wing with a large Fowler flap

NASA Technical Reports Server (NTRS)

Wentz, W. H., Jr.; Volk, C. G., Jr.

1976-01-01

Wind tunnel experiments were conducted to determine the effectiveness of spoilers applied to a finite-span wing which utilizes the GA(W)-1 airfoil section and a 30% chord full-span Fowler flap. A series of spoiler cross sectioned shapes were tested utilizing a reflection-plane model. Five-component force characteristics and hinge moment measurements were obtained. Results confirm earlier two-dimensional tests which showed that spoilers could provide large lift increments at any flap setting, and that spoiler control reversal tendencies could be eliminated by providing a vent path from lower surface to upper surface. Performance penalties due to spoiler leakage airflow were measured.

Flap Edge Aeroacoustic Measurements and Predictions

NASA Technical Reports Server (NTRS)

Brooks, Thomas F.; Humphreys, William M., Jr.

2000-01-01

An aeroacoustic model test has been conducted to investigate the mechanisms of sound generation on high-lift wing configurations. This paper presents an analysis of flap side-edge noise, which is often the most dominant source. A model of a main element wing section with a half-span flap was tested at low speeds of up to a Mach number of 0.17, corresponding to a wing chord Reynolds number of approximately 1.7 million. Results are presented for flat (or blunt), flanged, and round flap-edge geometries, with and without boundary-layer tripping, deployed at both moderate and high flap angles. The acoustic database is obtained from a Small Aperture Directional Array (SADA) of microphones, which was constructed to electronically steer to different regions of the model and to obtain farfield noise spectra and directivity from these regions. The basic flap-edge aerodynamics is established by static surface pressure data, as well as by Computational Fluid Dynamics (CFD) calculations and simplified edge flow analyses. Distributions of unsteady pressure sensors over the flap allow the noise source regions to be defined and quantified via cross-spectral diagnostics using the SADA output. It is found that shear layer instability and related pressure scatter is the primary noise mechanism. For the flat edge flap, two noise prediction methods based on unsteady surface pressure measurements are evaluated and compared to measured noise. One is a new causality spectral approach developed here. The other is a new application of an edge-noise scatter prediction method. The good comparisons for both approaches suggest that much of the physics is captured by the prediction models. Areas of disagreement appear to reveal when the assumed edge noise mechanism does not fully define the noise production. For the different edge conditions, extensive spectra and directivity are presented. Significantly, for each edge configuration, the spectra for different flow speeds, flap angles, and surface roughness were successfully scaled by utilizing aerodynamic performance and boundary layer scaling methods developed herein.

Flap Edge Aeroacoustic Measurements and Predictions

NASA Technical Reports Server (NTRS)

Brooks, Thomas F.; Humphreys, William M., Jr.

2000-01-01

An aeroacoustic model test has been conducted to investigate the mechanisms of sound generation on high-lift wing configurations. This paper presents an analysis of flap side-edge noise, which is often the most dominant source. A model of a main element wing section with a half-span flap was tested at low speeds of up to a Mach number of 0.17, corresponding to a wing chord Reynolds number of approximately 1.7 million. Results are presented for flat (or blunt), flanged, and round flap-edge geometries, with and without boundary-layer tripping, deployed at both moderate and high flap angles. The acoustic database is obtained from a Small Aperture Directional Array (SADA) of microphones, which was constructed to electronically steer to different regions of the model and to obtain farfield noise spectra and directivity from these regions. The basic flap-edge aerodynamics is established by static surface pressure data, as well as by Computational Fluid Dynamics (CFD) calculations and simplified edge flow analyses. Distributions of unsteady pressure sensors over the flap allow the noise source regions to be defined and quantified via cross-spectral diagnostics using the SADA output. It is found that shear layer instability and related pressure scatter is the primary noise mechanism. For the flat edge flap, two noise prediction methods based on unsteady-surface-pressure measurements are evaluated and compared to measured noise. One is a new causality spectral approach developed here. The other is a new application of an edge-noise scatter prediction method. The good comparisons for both approaches suggest that much of the physics is captured by the prediction models. Areas of disagreement appear to reveal when the assumed edge noise mechanism does not fully define, the noise production. For the different edge conditions, extensive spectra and directivity are presented. Significantly, for each edge configuration, the spectra for different flow speeds, flap angles, and surface roughness were successfully scaled by utilizing aerodynamic performance and boundary layer scaling method developed herein.

Effects of deflected thrust on the longitudinal aerodynamic characteristics of a close-coupled wing-canard configuration. [in the Langley V/STOL tunnel

NASA Technical Reports Server (NTRS)

Yip, L. P.; Paulson, J. W., Jr.

1977-01-01

The effects of power on the longitudinal aerodynamic characteristics of a close-coupled wing-canard fighter configuration with partial-span rectangular nozzles at the trailing edge of the wing were investigated. Data were obtained on a basic wing-strake configuration for nozzle and flap deflections from 0 deg to 30 deg and for nominal thrust coefficients from 0 to 0.30. The model was tested over an angle-of-attack range from -2 deg to 40 deg at Mach numbers of 0.15 and 0.18. Results show substantial improvements in lift-curve slope, in maximum lift, and in drag-due-to-lift efficiency when the canard and strakes have been added to the basic wing-fuselage (wing-alone) configuration. Addition of power increased both lift-curve slope and maximum lift, improved longitudinal stability, and reduced drag due to lift on both the wing-canard and wing-canard-strake configurations. These beneficial effects are primarily derived from boundary-layer control due to moderate thrust coefficients which delay flow separation on the nozzle and inboard portion of the wing flaps.

Wing-pitch modulation in maneuvering fruit flies is explained by an interplay between aerodynamics and a torsional spring

NASA Astrophysics Data System (ADS)

Beatus, Tsevi; Cohen, Itai

2015-11-01

While the wing kinematics of many flapping insects have been well characterized, understanding the underlying physiological mechanisms that determine these kinematics is still a challenge. Two of the main difficulties arise from the complexity of the interaction between a flapping wing and its own unsteady flow, as well as the intricate mechanics the insect wing-hinge, which is among the most complicated joints in the animal kingdom. These difficulties call for the application of reduced-order approaches. Here, we model the torques exerted by the wing-hinge along the wing-pitch axis of maneuvering fruit flies as a damped torsional spring with elastic and damping coefficients as well as a rest angle. Furthermore, we model the air flows using simplified quasi-static aerodynamics. Our findings suggest that flies take advantage of the passive coupling between aerodynamics and the damped torsional spring to indirectly control their wing-pitch kinematics by modulating the spring damping and elastic coefficients. These results, in conjunction with the previous literature, indicate flies can accurately control their wing-pitch kinematics on a sub-wing-beat time-scale by modulating all three effective spring parameters on longer time-scales.

Influence of Finite Span and Sweep on Active Flow Control Efficacy

NASA Technical Reports Server (NTRS)

Greenblatt, David; Washburn, Anthony E.

2008-01-01

Active flow control efficacy was investigated by means of leading-edge and flap-shoulder zero mass-flux blowing slots on a semispan wing model that was tested in unswept (standard) and swept configurations. On the standard configuration, stall commenced inboard, but with sweep the wing stalled initially near the tip. On both configurations, leading-edge perturbations increased CL,max and post stall lift, both with and without deflected flaps. Without sweep, the effect of control was approximately uniform across the wing span but remained effective to high angles of attack near the tip; when sweep was introduced a significant effect was noted inboard, but this effect degraded along the span and produced virtually no meaningful lift enhancement near the tip, irrespective of the tip configuration. In the former case, control strengthened the wingtip vortex; in the latter case, a simple semi-empirical model, based on the trajectory or "streamline" of the evolving perturbation, served to explain the observations. In the absence of sweep, control on finite-span flaps did not differ significantly from their nominally twodimensional counterpart. Control from the flap produced expected lift enhancement and CL,max improvements in the absence of sweep, but these improvements degraded with the introduction of sweep.

Method for calculating the rolling and yawing moments due to rolling for unswept wings with or without flaps or ailerons by use of nonlinear section lift data

NASA Technical Reports Server (NTRS)

Martina, Albert P

1953-01-01

The methods of NACA Reports 865 and 1090 have been applied to the calculation of the rolling- and yawing-moment coefficients due to rolling for unswept wings with or without flaps or ailerons. The methods allow the use of nonlinear section lift data together with lifting-line theory. Two calculated examples are presented in simplified computing forms in order to illustrate the procedures involved.

Flap effectiveness appraisal for winged re-entry vehicles

NASA Astrophysics Data System (ADS)

de Rosa, Donato; Pezzella, Giuseppe; Donelli, Raffaele S.; Viviani, Antonio

2016-05-01

The interactions between shock waves and boundary layer are commonplace in hypersonic aerodynamics. They represent a very challenging design issue for hypersonic vehicle. A typical example of shock wave boundary layer interaction is the flowfield past aerodynamic surfaces during control. As a consequence, such flow interaction phenomena influence both vehicle aerodynamics and aerothermodynamics. In this framework, the present research effort describes the numerical activity performed to simulate the flowfield past a deflected flap in hypersonic flowfield conditions for a winged re-entry vehicle.

New Insights on Insect's Silent Flight. Part I: Vortex Dynamics and Wing Morphing

NASA Astrophysics Data System (ADS)

Ren, Yan; Liu, Geng; Dong, Haibo; Geng, Biao; Zheng, Xudong; Xue, Qian

2016-11-01

Insects are capable of conducting silent flights. This is attributed to its specially designed wing material properties for the control of vibration and surface morphing during the flapping flight. In current work, we focus on the roles of dynamic wing morphing on the unsteady vortex dynamics of a cicada in steady flight. A 3D image-based surface reconstruction method is used to obtain kinematical and morphological data of cicada wings from high-quality high-speed videos. The observed morphing wing kinematics is highly complex and a singular value decomposition method is used to decompose the wing motion to several dominant modes with distinct motion features. A high-fidelity immersed-boundary-based flow solver is then used to study the vortex dynamics in details. The results show that vortical structures closely relate to the morphing mode, which plays key role in the development and attachment of leading-edge vortex (LEV), thus helps the silent flapping of the cicada wings. This work is supported by AFOSR FA9550-12-1-0071 and NSF CBET-1313217.

Aerodynamic characteristics of a propeller-powered high-lift semispan wing

NASA Technical Reports Server (NTRS)

Gentry, Garl L., Jr.; Takallu, M. A.; Applin, Zachary T.

1994-01-01

A small-scale semispan high-lift wing-flap system equipped under the wing with a turboprop engine assembly was tested in the LaRC 14- by 22-Foot Subsonic Tunnel. Experimental data were obtained for various propeller rotational speeds, nacelle locations, and nacelle inclinations. To isolate the effects of the high lift system, data were obtained with and without the flaps and leading-edge device. The effects of the propeller slipstream on the overall longitudinal aerodynamic characteristics of the wing-propeller assembly were examined. Test results indicated that the lift coefficient of the wing could be increased by the propeller slipstream when the rotational speed was increased and high-lift devices were deployed. Decreasing the nacelle inclination (increased pitch down) enhanced the lift performance of the system much more than varying the vertical or horizontal location of the nacelle. Furthermore, decreasing the nacelle inclination led to higher lift curve slope values, which indicated that the powered wing could sustain higher angles of attack near maximum lift performance. Any lift augmentation was accompanied by a drag penalty due to the increased wing lift.

Flying with eight wings: inter-sex differences in wingbeat kinematics and aerodynamics during the copulatory flight of damselflies ( Ischnura elegans)

NASA Astrophysics Data System (ADS)

Davidovich, Hilla; Ribak, Gal

2016-08-01

Copulation in the blue-tailed damselfly, Ischnura elegans, can last over 5 hours, during which the pair may fly from place to place in the so-called "wheel position". We filmed copulatory free-flight and analyzed the wingbeat kinematics of males and females in order to understand the contribution of the two sexes to this cooperative flight form. Both sexes flapped their wings but at different flapping frequencies resulting in a lack of synchronization between the flapping of the two insects. Despite their unusual body posture, females flapped their wings in a stroke-plane not significantly different to that of the males (repeated-measures ANOVA, F1,7 = 0.154, p = 0.71). However, their flapping amplitudes were smaller by 42 ± 17 %, compared to their male mates ( t test, t 7 = 9.298, p < 0.001). This was mostly due to shortening of the amplitude at the ventral stroke reversal point. Compared to solitary flight, males flying in copula increased flapping frequency by 19 %, while females decreased flapping amplitude by 27 %. These findings suggest that although both sexes contribute to copulatory flight, females reduce their effort, while males increase their aerodynamic output in order to carry both their own weight and some of the female's weight. This increased investment by the male is amplified due to male I. elegans being typically smaller than females. The need by smaller males to fly while carrying some of the weight of their larger mates may pose a constraint on the ability of mating pairs to evade predators or counter interference from competing solitary males.

Flying with eight wings: inter-sex differences in wingbeat kinematics and aerodynamics during the copulatory flight of damselflies (Ischnura elegans).

PubMed

Davidovich, Hilla; Ribak, Gal

2016-08-01

Copulation in the blue-tailed damselfly, Ischnura elegans, can last over 5 hours, during which the pair may fly from place to place in the so-called "wheel position". We filmed copulatory free-flight and analyzed the wingbeat kinematics of males and females in order to understand the contribution of the two sexes to this cooperative flight form. Both sexes flapped their wings but at different flapping frequencies resulting in a lack of synchronization between the flapping of the two insects. Despite their unusual body posture, females flapped their wings in a stroke-plane not significantly different to that of the males (repeated-measures ANOVA, F1,7 = 0.154, p = 0.71). However, their flapping amplitudes were smaller by 42 ± 17 %, compared to their male mates (t test, t 7 = 9.298, p < 0.001). This was mostly due to shortening of the amplitude at the ventral stroke reversal point. Compared to solitary flight, males flying in copula increased flapping frequency by 19 %, while females decreased flapping amplitude by 27 %. These findings suggest that although both sexes contribute to copulatory flight, females reduce their effort, while males increase their aerodynamic output in order to carry both their own weight and some of the female's weight. This increased investment by the male is amplified due to male I. elegans being typically smaller than females. The need by smaller males to fly while carrying some of the weight of their larger mates may pose a constraint on the ability of mating pairs to evade predators or counter interference from competing solitary males.

High-Speed Wind-Tunnel Tests of a Model of the Lockheed YP-80A Airplane Including Correlation with Flight Tests and Tests of Dive-Recovery Flaps

NASA Technical Reports Server (NTRS)

Cleary, Joseph W.; Gray, Lyle J.

1947-01-01

This report contains the results of tests of a 1/3-scale model of the Lockheed YP-90A "Shooting Star" airplane and a comparison of drag, maximum lift coefficient, and elevator angle required for level flight as measured in the wind tunnel and in flight. Included in the report are the general aerodynamic characteristics of the model and of two types of dive-recovery flaps, one at several positions along the chord on the lower surface of the wing and the other on the lower surface of the fuselage. The results show good agreement between the flight and wind-tunnel measurements at all Mach numbers. The results indicate that the YP-80A is controllable in pitch by the elevators to a Mach number of at least 0.85. The fuselage dive-recovery flaps are effective for producing a climbing moment and increasing the drag at Mach numbers up to at least 0.8. The wing dive-recovery flaps are most effective for producing a climbing moment at 0.75 Mach number. At 0.85 Mach number, their effectiveness is approximately 50 percent of the maximum. The optimum position for the wing dive-recovery flaps to produce a climbing moment is at approximately 35 percent of the chord.

Strain Gage Load Calibration of the Wing Interface Fittings for the Adaptive Compliant Trailing Edge Flap Flight Test

NASA Technical Reports Server (NTRS)

Miller, Eric J.; Holguin, Andrew C.; Cruz, Josue; Lokos, William A.

2014-01-01

The safety-of-flight parameters for the Adaptive Compliant Trailing Edge (ACTE) flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. This paper discusses the strain gage load calibration testing and load equation derivation methodology for the ACTE interface fittings. Both the left and right wing flap interfaces were monitored; each contained four uniquely designed and instrumented flap interface fittings. The interface hardware design and instrumentation layout are discussed. Twenty-one applied test load cases were developed using the predicted in-flight loads. Pre-test predictions of strain gage responses were produced using finite element method models of the interface fittings. Predicted and measured test strains are presented. A load testing rig and three hydraulic jacks were used to apply combinations of shear, bending, and axial loads to the interface fittings. Hardware deflections under load were measured using photogrammetry and transducers. Due to deflections in the interface fitting hardware and test rig, finite element model techniques were used to calculate the reaction loads throughout the applied load range, taking into account the elastically-deformed geometry. The primary load equations were selected based on multiple calibration metrics. An independent set of validation cases was used to validate each derived equation. The 2-sigma residual errors for the shear loads were less than eight percent of the full-scale calibration load; the 2-sigma residual errors for the bending moment loads were less than three percent of the full-scale calibration load. The derived load equations for shear, bending, and axial loads are presented, with the calculated errors for both the calibration cases and the independent validation load cases.

On the quasi-steady aerodynamics of normal hovering flight part I: the induced power factor

PubMed Central

Nabawy, Mostafa R. A.; Crowther, William J.

2014-01-01

An analytical treatment to quantify the losses captured in the induced power factor, k, is provided for flapping wings in normal hover, including the effects of non-uniform downwash, tip losses and finite flapping amplitude. The method is based on a novel combination of actuator disc and lifting line blade theories that also takes into account the effect of advance ratio. The model has been evaluated against experimental results from the literature and qualitative agreement obtained for the effect of advance ratio on the lift coefficient of revolving wings. Comparison with quantitative experimental data for the circulation as a function of span for a fruitfly wing shows that the model is able to correctly predict the circulation shape of variation, including both the magnitude of the peak circulation and the rate of decay in circulation towards zero. An evaluation of the contributions to induced power factor in normal hover for eight insects is provided. It is also shown how Reynolds number can be accounted for in the induced power factor, and good agreement is obtained between predicted span efficiency as a function of Reynolds number and numerical results from the literature. Lastly, it is shown that for a flapping wing in hover k owing to the non-uniform downwash effect can be reduced to 1.02 using an arcsech chord distribution. For morphologically realistic wing shapes based on beta distributions, it is shown that a value of 1.07 can be achieved for a radius of first moment of wing area at 40% of wing length. PMID:24522785

On the quasi-steady aerodynamics of normal hovering flight part I: the induced power factor.

PubMed

Nabawy, Mostafa R A; Crowther, William J

2014-04-06

An analytical treatment to quantify the losses captured in the induced power factor, k, is provided for flapping wings in normal hover, including the effects of non-uniform downwash, tip losses and finite flapping amplitude. The method is based on a novel combination of actuator disc and lifting line blade theories that also takes into account the effect of advance ratio. The model has been evaluated against experimental results from the literature and qualitative agreement obtained for the effect of advance ratio on the lift coefficient of revolving wings. Comparison with quantitative experimental data for the circulation as a function of span for a fruitfly wing shows that the model is able to correctly predict the circulation shape of variation, including both the magnitude of the peak circulation and the rate of decay in circulation towards zero. An evaluation of the contributions to induced power factor in normal hover for eight insects is provided. It is also shown how Reynolds number can be accounted for in the induced power factor, and good agreement is obtained between predicted span efficiency as a function of Reynolds number and numerical results from the literature. Lastly, it is shown that for a flapping wing in hover k owing to the non-uniform downwash effect can be reduced to 1.02 using an arcsech chord distribution. For morphologically realistic wing shapes based on beta distributions, it is shown that a value of 1.07 can be achieved for a radius of first moment of wing area at 40% of wing length.

Modeling and vibration control of the flapping-wing robotic aircraft with output constraint

NASA Astrophysics Data System (ADS)

He, Wei; Mu, Xinxing; Chen, Yunan; He, Xiuyu; Yu, Yao

2018-06-01

In this paper, we propose the boundary control for undesired vibrations suppression with output constraint of the flapping-wing robotic aircraft (FWRA). We also present the dynamics of the flexible wing of FWRA with governing equations and boundary conditions, which are partial differential equations (PDEs) and ordinary differential equations (ODEs), respectively. An energy-based barrier Lyapunov function is introduced to analyze the system stability and prevent violation of output constraint. With the effect of the proposed boundary controller, distributed states of the system remain in the constrained spaces. Then the IBLF-based boundary controls are proposed to assess the stability of the FWRA in the presence of output constraint.

Observations and Measurements of Wing Parameters of the Selected Beetle Species and the Design of a Mechanism Structure Implementing a Complex Wing Movement

NASA Astrophysics Data System (ADS)

Geisler, T.

2016-12-01

Beetle wings perform a flapping movement, consisting of the rotation relative to the two axes. This paper presents the results of observations and measurements of wings operating parameters in different planes of some beetle species. High speed photos and videos were used. The concept of the mechanism performing a complex wing movement was proposed and developed.

Hydrodynamic schooling of flapping swimmers

NASA Astrophysics Data System (ADS)

Becker, Alexander D.; Masoud, Hassan; Newbolt, Joel W.; Shelley, Michael; Ristroph, Leif

2015-10-01

Fish schools and bird flocks are fascinating examples of collective behaviours in which many individuals generate and interact with complex flows. Motivated by animal groups on the move, here we explore how the locomotion of many bodies emerges from their flow-mediated interactions. Through experiments and simulations of arrays of flapping wings that propel within a collective wake, we discover distinct modes characterized by the group swimming speed and the spatial phase shift between trajectories of neighbouring wings. For identical flapping motions, slow and fast modes coexist and correspond to constructive and destructive wing-wake interactions. Simulations show that swimming in a group can enhance speed and save power, and we capture the key phenomena in a mathematical model based on memory or the storage and recollection of information in the flow field. These results also show that fluid dynamic interactions alone are sufficient to generate coherent collective locomotion, and thus might suggest new ways to characterize the role of flows in animal groups.

Low Speed Wind Tunnel Tests on a One-Seventh Scale Model of the H.126 Jet Flap Aircraft

NASA Technical Reports Server (NTRS)

Laub, G. H.

1975-01-01

Low speed wind tunnel tests were performed on a one-seventh scale model of the British H.126 jet flap research aircraft over a range of jet momentum coefficients. The primary objective was to compare model aerodynamic characteristics with those of the aircraft, with the intent to provide preliminary data needed towards establishing small-to-full scale correlating techniques on jet flap V/STOL aircraft configurations. Lift and drag coefficients from the model and aircraft tests were found to be in reasonable agreement. The pitching moment coefficient and trim condition correlation was poor. A secondary objective was to evaluate a modified thrust nozzle having thrust reversal capability. The results showed there was a considerable loss of lift in the reverse thrust operational mode because of increased nozzle-wing flow interference. A comparison between the model simulated H.126 wing jet efflux and the model uniform pressure distribution wing jet efflux indicated no more than 5% loss in weight flow rate.

Flutter of wings involving a locally distributed flexible control surface

NASA Astrophysics Data System (ADS)

Mozaffari-Jovin, S.; Firouz-Abadi, R. D.; Roshanian, J.

2015-11-01

This paper undertakes to facilitate appraisal of aeroelastic interaction of a locally distributed, flap-type control surface with aircraft wings operating in a subsonic potential flow field. The extended Hamilton's principle serves as a framework to ascertain the Euler-Lagrange equations for coupled bending-torsional-flap vibration. An analytical solution to this boundary-value problem is then accomplished by assumed modes and the extended Galerkin's method. The developed aeroelastic model considers both the inherent flexibility of the control surface displaced on the wing and the inertial coupling between these two flexible bodies. The structural deformations also obey the Euler-Bernoulli beam theory, along with the Kelvin-Voigt viscoelastic constitutive law. Meanwhile, the unsteady thin-airfoil and strip theories are the tools of producing the three-dimensional airloads. The origin of aerodynamic instability undergoes analysis in light of the oscillatory loads as well as the loads owing to arbitrary motions. After successful verification of the model, a systematic flutter survey was conducted on the theoretical effects of various control surface parameters. The results obtained demonstrate that the flapping modes and parameters of the control surface can significantly impact the flutter characteristics of the wings, which leads to a series of pertinent conclusions.

Prediction and control of slender-wing rock

NASA Technical Reports Server (NTRS)

Kandil, Osama A.; Salman, Ahmed A.

1992-01-01

The unsteady Euler equations and the Euler equations of rigid-body dynamics, both written in the moving frame of reference, are sequentially solved to simulate the limit-cycle rock motion of slender delta wings. The governing equations of the fluid flow and the dynamics of the present multidisciplinary problem are solved using an implicit, approximately-factored, central-difference-like, finite-volume scheme and a four-stage Runge-Kutta scheme, respectively. For the control of wing-rock motion, leading-edge flaps are forced to oscillate anti-symmetrically at prescribed frequency and amplitude, which are tuned in order to suppress the rock motion. Since the computational grid deforms due to the leading-edge flaps motion, the grid is dynamically deformed using the Navier-displacement equations. Computational applications cover locally-conical and three-dimensional solutions for the wing-rock simulation and its control.

Three-dimensional vortex wake structure of flapping wings in hovering flight.

PubMed

Cheng, Bo; Roll, Jesse; Liu, Yun; Troolin, Daniel R; Deng, Xinyan

2014-02-06

Flapping wings continuously create and send vortices into their wake, while imparting downward momentum into the surrounding fluid. However, experimental studies concerning the details of the three-dimensional vorticity distribution and evolution in the far wake are limited. In this study, the three-dimensional vortex wake structure in both the near and far field of a dynamically scaled flapping wing was investigated experimentally, using volumetric three-component velocimetry. A single wing, with shape and kinematics similar to those of a fruitfly, was examined. The overall result of the wing action is to create an integrated vortex structure consisting of a tip vortex (TV), trailing-edge shear layer (TESL) and leading-edge vortex. The TESL rolls up into a root vortex (RV) as it is shed from the wing, and together with the TV, contracts radially and stretches tangentially in the downstream wake. The downwash is distributed in an arc-shaped region enclosed by the stretched tangential vorticity of the TVs and the RVs. A closed vortex ring structure is not observed in the current study owing to the lack of well-established starting and stopping vortex structures that smoothly connect the TV and RV. An evaluation of the vorticity transport equation shows that both the TV and the RV undergo vortex stretching while convecting downwards: a three-dimensional phenomenon in rotating flows. It also confirms that convection and secondary tilting and stretching effects dominate the evolution of vorticity.