Sample records for flaps aircraft

  1. 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.

  2. Semi-Empirical Prediction of Aircraft Low-Speed Aerodynamic Characteristics

    NASA Technical Reports Server (NTRS)

    Olson, Erik D.

    2015-01-01

    This paper lays out a comprehensive methodology for computing a low-speed, high-lift polar, without requiring additional details about the aircraft design beyond what is typically available at the conceptual design stage. Introducing low-order, physics-based aerodynamic analyses allows the methodology to be more applicable to unconventional aircraft concepts than traditional, fully-empirical methods. The methodology uses empirical relationships for flap lift effectiveness, chord extension, drag-coefficient increment and maximum lift coefficient of various types of flap systems as a function of flap deflection, and combines these increments with the characteristics of the unflapped airfoils. Once the aerodynamic characteristics of the flapped sections are known, a vortex-lattice analysis calculates the three-dimensional lift, drag and moment coefficients of the whole aircraft configuration. This paper details the results of two validation cases: a supercritical airfoil model with several types of flaps; and a 12-foot, full-span aircraft model with slats and double-slotted flaps.

  3. 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.

  4. 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.

  5. A flight investigation of the wake turbulence alleviation resulting from a flap configuration change on a B-747 aircraft

    NASA Technical Reports Server (NTRS)

    Jacobsen, R. A.; Short, B. J.

    1977-01-01

    A flight test investigation was conducted to evaluate the effects of a flap configuration change on the vortex wake characteristics of a Boeing 747 (B-747) aircraft as measured by differences in upset response resulting from deliberate vortex encounters by a following Learjet aircraft and by direct measurement of the velocities in the wake. The flaps of the B-747 have a predominant effect on the wake. The normal landing flap configuration produces a strong vortex that is attenuated when the outboard flap segments are raised; however, extension of the landing gear at that point increases the vortex induced upsets. These effects are in general agreement with existing wind tunnel and flight data for the modified flap configuration.

  6. Simulation-Based Airframe Noise Prediction of a Full-Scale, Full Aircraft

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Fares, Ehab

    2016-01-01

    A previously validated computational approach applied to an 18%-scale, semi-span Gulfstream aircraft model was extended to the full-scale, full-span aircraft in the present investigation. The full-scale flap and main landing gear geometries used in the simulations are nearly identical to those flown on the actual aircraft. The lattice Boltzmann solver PowerFLOW® was used to perform time-accurate predictions of the flow field associated with this aircraft. The simulations were performed at a Mach number of 0.2 with the flap deflected 39 deg. and main landing gear deployed (landing configuration). Special attention was paid to the accurate prediction of major sources of flap tip and main landing gear noise. Computed farfield noise spectra for three selected baseline configurations (flap deflected 39 deg. with and without main gear extended, and flap deflected 0 deg. with gear deployed) are presented. The flap brackets are shown to be important contributors to the farfield noise spectra in the mid- to high-frequency range. Simulated farfield noise spectra for the baseline configurations, obtained using a Ffowcs Williams and Hawkings acoustic analogy approach, were found to be in close agreement with acoustic measurements acquired during the 2006 NASA-Gulfstream joint flight test of the same aircraft.

  7. Neural Network Prediction of New Aircraft Design Coefficients

    NASA Technical Reports Server (NTRS)

    Norgaard, Magnus; Jorgensen, Charles C.; Ross, James C.

    1997-01-01

    This paper discusses a neural network tool for more effective aircraft design evaluations during wind tunnel tests. Using a hybrid neural network optimization method, we have produced fast and reliable predictions of aerodynamical coefficients, found optimal flap settings, and flap schedules. For validation, the tool was tested on a 55% scale model of the USAF/NASA Subsonic High Alpha Research Concept aircraft (SHARC). Four different networks were trained to predict coefficients of lift, drag, moment of inertia, and lift drag ratio (C(sub L), C(sub D), C(sub M), and L/D) from angle of attack and flap settings. The latter network was then used to determine an overall optimal flap setting and for finding optimal flap schedules.

  8. Influence of flaps and engines on aircraft wake vortices

    DOT National Transportation Integrated Search

    1974-09-01

    Although pervious investigations have shown that the nature of aircraft wake vortices depends on the aircraft type and flap configuration, the causes for these differences have not been clearly identified. In this Note we show that observed differenc...

  9. 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.

  10. Effects on sleep of noise from two proposed STOL aircraft

    NASA Technical Reports Server (NTRS)

    Lukas, J. S.; Peeler, D. J.; Davis, J. E.

    1975-01-01

    Responses, both overt behavior and those measured by electroencephalograph, to noise by eight male subjects were studied for sixteen consecutive nights. Test stimuli were: (1) The simulated sideline noise of a short takeoff and landing aircraft with blown flaps; (2) the simulated sideline noise of a STOL aircraft of turbofan design; (3) the simulated takeoff noise of the blown flap STOL aircraft; and (4) a four second burst of simulated pink noise. Responses to each noise were tested at three noise intensities selected to represent levels expected indoors from operational aircraft. The results indicate that the blown flap STOL aircraft noise resulted in 8 to 10 percent fewer sleep disturbance responses than did the turbofan STOL aircraft when noises of comparable intensities from similar maneuvers were used.

  11. Noise Reduction of Aircraft Flap

    NASA Technical Reports Server (NTRS)

    Hutcheson, Florence V. (Inventor); Brooks, Thomas F. (Inventor)

    2009-01-01

    A reduction in noise radiating from a side of a deployed aircraft flap is achieved by locating a slot adjacent the side of the flap, and then forcing air out through the slot with a suitable mechanism. One, two or even three or more slots are possible, where the slot is located at one;or more locations selected from a group of locations comprising a top surface of the flap, a bottom surface of the flap, an intersection of the top and side surface of the flap, an intersection of the bottom and side surfaces of the flap, and a side surface of the flap. In at least one embodiment the slot is substantially rectangular. A device for adjusting a rate of the air forced out through the slot can also be provided.

  12. 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.

  13. Design and construction of an airfoil with controlled flap

    NASA Astrophysics Data System (ADS)

    Amin, Md. Ruhul; Rahman, S. M. Mahbobur; Mashud, Mohammad; Rabbi, Md. Fazle

    2017-06-01

    For modern aircrafts maneuvering control and reduction of power loss is a matter of great concern in Aerodynamics. Separation of airflow over the wings of aircraft at high angle of attack or at other situations is a hindrance to proper maneuvering control. As flow separation increases drag force on the aircraft, it consumes excess power. For these reasons much effort and research has gone into the design of aerodynamic surfaces which delay flow separation and keep the local flow attached for as long as possible. One of the simple and cost-effective way is to use a hinged flap on the wing of the aircraft, which lifts and self-adjusts to a position dependent on the aerodynamic forces and flap weight due to reversed flow at increasing angle of attack. There is a limitation of this kind of process. At very high angles of attack, the reversed flow would cause the flap to tip forwards entirely and the effect of the flap would vanish. For recovering this limitation an idea of controlling the movement or rotation of the flap has been proposed in this paper. A light surface was selected as a flap and was coupled to the shaft of a servo motor, which was placed on a model airfoil. For controlling the angle of rotation of the motor as well as the flap arbitrarily, an electronic circuit comprising necessary components was designed and applied to the servo motor successfully.

  14. 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.

  15. Energy management - The delayed flap approach

    NASA Technical Reports Server (NTRS)

    Bull, J. S.

    1976-01-01

    Flight test evaluation of a Delayed Flap approach procedure intended to provide reductions in noise and fuel consumption is underway using the NASA CV-990 test aircraft. Approach is initiated at a high airspeed (240 kt) and in a drag configuration that allows for low thrust. The aircraft is flown along the conventional ILS glide slope. A Fast/Slow message display signals the pilot when to extend approach flaps, landing gear, and land flaps. Implementation of the procedure in commercial service may require the addition of a DME navigation aid co-located with the ILS glide slope transmitter. The Delayed Flap approach saves 250 lb of fuel over the Reduced Flap approach, with a 95 EPNdB noise contour only 43% as large.

  16. 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.

  17. ED11-0072-14

    NASA Image and Video Library

    2011-03-11

    NASA’s Subsonic Research Aircraft Testbed, or SCRAT, is a modified Gulfstream III that operates out of Armstrong Flight Research Center in Edwards, California. SCRAT the test bed aircraft for the ACTE flexible-flap research project, which examines flexible wing flap technology’s benefits to aerodynamic efficiency.

  18. Aeroelastic Airworthiness Assesment of the Adaptive Compliant Trailing Edge Flaps

    NASA Technical Reports Server (NTRS)

    Herrera, Claudia Y.; Spivey, Natalie D.; Lung, Shun-fat; Ervin, Gregory; Flick, Peter

    2015-01-01

    The Adaptive Compliant Trailing Edge (ACTE) demonstrator is a joint task under the National Aeronautics and Space Administration Environmentally Responsible Aviation Project in partnership with the Air Force Research Laboratory and FlexSys, Inc. (Ann Arbor, Michigan). The project goal is to develop advanced technologies that enable environmentally friendly aircraft, such as adaptive compliant technologies. The ACTE demonstrator flight-test program encompassed replacing the Fowler flaps on the SubsoniC Aircraft Testbed, a modified Gulfstream III (Gulfstream Aerospace, Savannah, Georgia) aircraft, with control surfaces developed by FlexSys. The control surfaces developed by FlexSys are a pair of uniquely-designed unconventional flaps to be used as lifting surfaces during flight-testing to validate their structural effectiveness. The unconventional flaps required a multidisciplinary airworthiness assessment to prove they could withstand the prescribed flight envelope. Several challenges were posed due to the large deflections experienced by the structure, requiring non-linear analysis methods. The aeroelastic assessment necessitated both conventional and extensive testing and analysis methods. A series of ground vibration tests (GVTs) were conducted to provide modal characteristics to validate and update finite element models (FEMs) used for the flutter analyses for a subset of the various flight configurations. Numerous FEMs were developed using data from FlexSys and the ground tests. The flap FEMs were then attached to the aircraft model to generate a combined FEM that could be analyzed for aeroelastic instabilities. The aeroelastic analysis results showed the combined system of aircraft and flaps were predicted to have the required flutter margin to successfully demonstrate the adaptive compliant technology. This paper documents the details of the aeroelastic airworthiness assessment described, including the ground testing and analyses, and subsequent flight-testing performed on the unconventional ACTE flaps.

  19. Flap Side Edge Liners for Airframe Noise Reduction

    NASA Technical Reports Server (NTRS)

    Jones, Michael G. (Inventor); Khorrami, Mehdi R. (Inventor); Choudhari, Meelan M. (Inventor); Howerton, Brian M. (Inventor)

    2014-01-01

    One or more acoustic liners comprising internal chambers or passageways that absorb energy from a noise source on the aircraft are disclosed. The acoustic liners may be positioned at the ends of flaps of an aircraft wing to provide broadband noise absorption and/or dampen the noise producing unsteady flow features, and to reduce the amount of noise generated due to unsteady flow at the inboard and/or outboard end edges of a flap.

  20. Flap Edge Noise Reduction Fins

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R. (Inventor); Choudhan, Meelan M. (Inventor)

    2015-01-01

    A flap of the type that is movably connected to an aircraft wing to provide control of an aircraft in flight includes opposite ends, wherein at least a first opposite end includes a plurality of substantially rigid, laterally extending protrusions that are spaced apart to form a plurality of fluidly interconnected passageways. The passageways have openings adjacent to upper and lower sides of the flap, and the passageways include a plurality of bends such that high pressure fluid flows from a high pressure region to a low pressure region to provide a boundary condition that inhibits noise resulting from airflow around the end of the flap.

  1. 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...

  2. 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...

  3. 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...

  4. 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...

  5. 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.

  6. 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.

  7. 14 CFR 25.1511 - Flap extended speed.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flap extended speed. 25.1511 Section 25.1511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Limitations § 25.1511 Flap extended speed. The established flap extended speed V FE must be established so...

  8. 14 CFR 25.1511 - Flap extended speed.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flap extended speed. 25.1511 Section 25.1511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Limitations § 25.1511 Flap extended speed. The established flap extended speed V FE must be established so...

  9. 14 CFR 25.1511 - Flap extended speed.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flap extended speed. 25.1511 Section 25.1511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Limitations § 25.1511 Flap extended speed. The established flap extended speed V FE must be established so...

  10. 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.

  11. 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.

  12. 14 CFR 23.1511 - Flap extended speed.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flap extended speed. 23.1511 Section 23.1511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Information § 23.1511 Flap extended speed. (a) The flap extended speed V FE must be established so that it is...

  13. 14 CFR 23.1511 - Flap extended speed.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flap extended speed. 23.1511 Section 23.1511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Information § 23.1511 Flap extended speed. (a) The flap extended speed V FE must be established so that it is...

  14. 14 CFR 23.1511 - Flap extended speed.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flap extended speed. 23.1511 Section 23.1511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Information § 23.1511 Flap extended speed. (a) The flap extended speed V FE must be established so that it is...

  15. 14 CFR 23.1511 - Flap extended speed.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flap extended speed. 23.1511 Section 23.1511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Information § 23.1511 Flap extended speed. (a) The flap extended speed V FE must be established so that it is...

  16. 14 CFR 23.1511 - Flap extended speed.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Flap extended speed. 23.1511 Section 23.1511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Information § 23.1511 Flap extended speed. (a) The flap extended speed V FE must be established so that it is...

  17. 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.

  18. 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.

  19. Parametric study of STOL short-haul engine cycles and operational techniques to minimize community noise impact

    NASA Technical Reports Server (NTRS)

    1974-01-01

    The effect of aircraft operational techniques in the terminal area on community noise impact of future short-haul aircraft was investigated. These operational techniques affected altitude, flap retraction rate, thrust cutback altitude, amount of thrust cutback, and amount of turning. During landing the parameters varied were glide slope angle, change in slope angle (two segment approach), and flap extension rate. One mechanical-flap (MF) aircraft and one externally-blown-flap (EBF) aircraft were used to study by noise impact at four U.S. airports, Hanscom Field (Boston); Washington National; Midway (Chicago); and Orange County (California). With the exception of Washington National (DCA), the study showed that a reduction of approximately 40 percent in the number of people highly annoyed (as defined in the study) can be obtained by using these operational techniques. At DCA the number of people highly annoyed using the standard procedure was quite low, but it is significant that the minimumimpact case for Runway 36 reduced the number of people highly annoyed to zero using a power cutback and a turning departure path. The evaluation procedures and methodology developed in this study represents an advance in acoustical state-of-the-art and should provide an effective and useful tool for determining aircraft noise impact upon the airport community.

  20. Towards Full Aircraft Airframe Noise Prediction: Lattice Boltzmann Simulations

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Fares, Ehab; Casalino, Damiano

    2014-01-01

    Computational results for an 18%-scale, semi-span Gulfstream aircraft model are presented. Exa Corporation's lattice Boltzmann PowerFLOW(trademark) solver was used to perform time-dependent simulations of the flow field associated with this high-fidelity aircraft model. The simulations were obtained for free-air at a Mach number of 0.2 with the flap deflected at 39 deg (landing configuration). We focused on accurately predicting the prominent noise sources at the flap tips and main landing gear for the two baseline configurations, namely, landing flap setting without and with gear deployed. Capitalizing on the inherently transient nature of the lattice Boltzmann formulation, the complex time-dependent flow features associated with the flap were resolved very accurately and efficiently. To properly simulate the noise sources over a broad frequency range, the tailored grid was very dense near the flap inboard and outboard tips. Extensive comparison of the computed time-averaged and unsteady surface pressures with wind tunnel measurements showed excellent agreement for the global aerodynamic characteristics and the local flow field at the flap inboard and outboard tips and the main landing gear. In particular, the computed fluctuating surface pressure field for the flap agreed well with the measurements in both amplitude and frequency content, indicating that the prominent airframe noise sources at the tips were captured successfully. Gear-flap interaction effects were remarkably well predicted and were shown to affect only the inboard flap tip, altering the steady and unsteady pressure fields in that region. The simulated farfield noise spectra for both baseline configurations, obtained using a Ffowcs-Williams and Hawkings acoustic analogy approach, were shown to be in close agreement with measured values.

  1. Pressure distribution data from tests of 2.29 M (7.5 feet) span EET high-lift transport aircraft model in the Ames 12-foot pressure tunnel

    NASA Technical Reports Server (NTRS)

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

    1983-01-01

    A high-lift transport aircraft model equipped with full-span leading-edge slat and part-span double-slotted trailing-edge flap was tested in the Ames 12-ft pressure tunnel to determine the low-speed performance characteristics of a representative high-aspect-ratio supercritical wing. These tests were performed in support of the Energy Efficient Transport (EET) program which is one element of the Aircraft Energy Efficiency (ACEE) project. Static longitudinal forces and moments and chordwise pressure distributions at three spanwise stations were measured for cruise, climb, two take-off flap, and two landing flap wing configurations. The tabulated and plotted pressure distribution data is presented without analysis or discussion.

  2. 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.

  3. 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...

  4. 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...

  5. 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...

  6. Towards Full Aircraft Airframe Noise Prediction: Detached Eddy Simulations

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Mineck, Raymond E.

    2014-01-01

    Results from a computational study on the aeroacoustic characteristics of an 18%-scale, semi-span Gulf-stream aircraft model are presented in this paper. NASA's FUN3D unstructured compressible Navier-Stokes solver was used to perform steady and unsteady simulations of the flow field associated with this high-fidelity aircraft model. Solutions were obtained for free-air at a Mach number of 0.2 with the flap deflected at 39 deg, with the main gear off and on (the two baseline configurations). Initially, the study focused on accurately predicting the prominent noise sources at both flap tips for the baseline configuration with deployed flap only. Building upon the experience gained from this initial effort, subsequent work involved the full landing configuration with both flap and main landing gear deployed. For the unsteady computations, we capitalized on the Detached Eddy Simulation capability of FUN3D to capture the complex time-dependent flow features associated with the flap and main gear. To resolve the noise sources over a broad frequency range, the tailored grid was very dense near the flap inboard and outboard tips and the region surrounding the gear. Extensive comparison of the computed steady and unsteady surface pressures with wind tunnel measurements showed good agreement for the global aerodynamic characteristics and the local flow field at the flap inboard tip. However, the computed pressure coefficients indicated that a zone of separated flow that forms in the vicinity of the outboard tip is larger in extent along the flap span and chord than measurements suggest. Computed farfield acoustic characteristics from a FW-H integral approach that used the simulated pressures on the model solid surface were in excellent agreement with corresponding measurements.

  7. A Flight Investigation of the STOL Characteristics of an Augmented Jet Flap STOL Research Aircraft

    NASA Technical Reports Server (NTRS)

    Quigley, H. C.; Innis, R. C.; Grossmith, S.

    1974-01-01

    The flight test program objectives are: (1) To determine the in-flight aerodynamic, performance, and handling qualities of a jet STOL aircraft incorporating the augmented jet flap concept; (2) to compare the results obtained in flight with characteristics predicted from wind tunnel and simulator test results; (3) to contribute to the development of criteria for design and operation of jet STOL transport aircraft; and (4) to provide a jet STOL transport aircraft for STOL systems research and development. Results obtained during the first 8 months of proof-of-concept flight testing of the aircraft in STOL configurations are reported. Included are a brief description of the aircraft, fan-jet engines, and systems; a discussion of the aerodynamic, stability and control, and STOL performance; and pilot opinion of the handling qualities and operational characteristics.

  8. Computational Evaluation of Airframe Noise Reduction Concepts at Full Scale

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Duda, Benjamin; Hazir, Andreas; Fares, Ehab

    2016-01-01

    High-fidelity simulations focused on full-scale evaluation of new technologies for mitigating flap and landing gear noise are presented. These noise reduction concepts were selected because of their superior acoustic performance, as demonstrated during NASA wind tunnel tests of an 18%-scale, semi-span model of a Gulfstream aircraft. The full-scale, full-aircraft, time-accurate simulations were performed with the lattice Boltzmann PowerFLOW(Registered Trademark) solver for free air at a Mach number of 0.2. Three aircraft configurations (flaps deflected at 39? without and with main gear deployed, and 0? flaps with main gear extended) were used to determine the aero-acoustic performance of the concepts on component-level (individually) and system-level (concurrent applica-tion) bases. Farfield noise spectra were obtained using a Ffowcs-Williams and Hawkings acoustic analogy approach. Comparison of the predicted spectra without (baseline) and with the noise treatments applied showed that noise reduction benefits between 2-3 dB for the flap and 1.3-1.7 dB for the main landing gear are obtained. It was also found that the full extent of the benefits is being masked by the noise generated from the flap brackets and main gear cavities, which act as prominent secondary sources.

  9. Evaluation of advanced lift concepts and potential fuel conservation for short-haul aircraft

    NASA Technical Reports Server (NTRS)

    Sweet, H. S.; Renshaw, J. H.; Bowden, M. K.

    1975-01-01

    The effect of different field lengths, cruise requirements, noise level, and engine cycle characteristics on minimizing fuel consumption and minimizing operating cost at high fuel prices were evaluated for some advanced short-haul aircraft. The conceptual aircraft were designed for 148 passengers using the upper surface-internally blown jet flap, the augmentor wing, and the mechanical flap lift systems. Advanced conceptual STOL engines were evaluated as well as a near-term turbofan and turboprop engine. Emphasis was given to designs meeting noise levels equivalent to 95-100 EPNdB at 152 m (500 ft) sideline.

  10. 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.

  11. Experimental and Numerical Optimization of a High-Lift System to Improve Low-Speed Performance, Stability, and Control of an Arrow-Wing Supersonic Transport

    NASA Technical Reports Server (NTRS)

    Hahne, David E.; Glaab, Louis J.

    1999-01-01

    An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.

  12. 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.

  13. 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.

  14. 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.

  15. 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.

  16. An Assessment of Flap and Main Landing Gear Noise Abatement Concepts

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Humphreys, William M., Jr.; Lockard, David P.

    2015-01-01

    A detailed assessment of the acoustic performance of several noise reduction concepts for aircraft flaps and landing gear is presented. Consideration is given to the best performing concepts within the suite of technologies that were evaluated in the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel using an 18 percent scale, semi-span, high-fidelity Gulfstream aircraft model as a test bed. Microphone array measurements were obtained with the model in a landing configuration (flap deflected 39 degrees and the main landing gear deployed or retracted). The effectiveness of each concept over the range of pitch angles, speeds, and directivity angles tested is presented. Comparison of the acoustic spectra, obtained from integration of the beamform maps between the untreated baseline and treated configurations, clearly demonstrates that the flap and gear concepts maintain noise reduction benefits over the entire range of the directivity angles tested.

  17. Noise measurements for a twin-engine commercial jet aircraft during 3 deg approaches and level flyovers

    NASA Technical Reports Server (NTRS)

    Hastings, E. C., Jr.; Shanks, R. E.; Mueller, A. W.

    1976-01-01

    Noise measurements have been made with a twin-engine commercial jet aircraft making 3 deg approaches and level flyovers. The flight-test data showed that, in the standard 3 deg approach configuration with 40 deg flaps, effective perceived noise level (EPNL) had a value of 109.5 effective perceived noise decibels (EPNdB). This result was in agreement with unpublished data obtained with the same type of aircraft during noise certification tests; the 3 deg approaches made with 30 deg flaps and slightly reduced thrust reduced the EPNL value by 1 EPNdB. Extended center-line noise determined during the 3 deg approaches with 40 deg flaps showed that the maximum reference A-weighted sound pressure level (LA,max)ref varied from 100.0 A-weighted decibels 2.01 km (108 n. mi.) from the threshold to 87.4 db(A) at 6.12 km (3.30 n. mi.) from the threshold. These test values were about 3 db(A) higher than estimates used for comparison. The test data along the extended center line during approaches with 30 deg flaps were 1 db(A) lower than those for approaches with 40 deg flaps. Flight-test data correlating (LA,max)ref with thrust at altitudes of 122 m (400 ft) and 610 m (2000 ft) were in agreement with reference data used for comparison.

  18. 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.

  19. Recent progress in VSTOL technology

    NASA Technical Reports Server (NTRS)

    Roberts, L.; Deckert, W. R.

    1982-01-01

    Progress in vertical and short takeoff and landing (V/STOL) aircraft technology, in particular, during the 1970 to 1980 period at Ames Research Center is discussed. Although only two kinds of V/STOL aircraft (the helicopter and the British direct lift Harrier) have achieved operational maturity, understanding of the technology has vastly improved during this 10 year period. To pursue an aggressive R and D program at a reasonable cost, it was decided to conduct extensive large scale testing in wind tunnel and flight simulation facilities, to develop low cost research aircraft using modified airframes or engines, and to involve other agencies and industry contractors in joint technical and funding arrangements. The STOL investigations include exploring STOL performance using the rotating cylinder flap concept, the augmentor wing, upon initiation of the Quiet Short Haul Research Aircraft program, the upper surface blown flap concept. The VTOL investigations were conducted using a tilt rotor aircraft, resulting in the XV-15 tilt rotor research aircraft. Direct jet lift is now being considered for application to future supersonic fighter aircraft.

  20. 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.

  1. Comparison of model and flight test data for an augmented jet flap STOL research aircraft

    NASA Technical Reports Server (NTRS)

    Cook, W. L.; Whittley, D. C.

    1975-01-01

    Aerodynamic design data for the Augmented Jet Flap STOL Research Aircraft or commonly known as the Augmentor-Wing Jet-STOL Research Aircraft was based on results of tests carried out on a large scale research model in the NASA Ames 40- by 80-Foot Wind Tunnel. Since the model differs in some respects from the aircraft, precise correlation between tunnel and flight test is not expected, however the major areas of confidence derived from the wind tunnel tests are delineated, and for the most part, tunnel results compare favorably with flight experience. In some areas the model tests were known to be nonrepresentative so that a degree of uncertainty remained: these areas of greater uncertainty are identified, and discussed in the light of subsequent flight tests.

  2. Parametric study of STOL short-haul transport engine cycles and operational techniques to minimize community noise impact

    NASA Technical Reports Server (NTRS)

    1974-01-01

    The effect of aircraft operational techniques in the terminal area on community noise impact of future short haul aircraft was investigated. Aircraft equipped with mechanical flap (MF) and aircraft with externally blown flap (EBF) were used to study the noise impact at four U.S. airports. The four airports were: (1) Hanscom Field (Boston), (2) Washington National (D.C.), (3) Midway (Chicago) and (4) Orange County (California). With the exception of Washington National (D.C.), the study showed that a reduction of approximately 40 percent in the number of people highly annoyed can be obtained by using the recommended operational techniques. The evaluation procedures and methodology developed in the study represent an advance in acoustical state-of-the-art and provide an effective and useful tool for determining aircraft noise impact on the airport community.

  3. Externally-blown-flap noise

    NASA Technical Reports Server (NTRS)

    Dorsch, R. G.; Kreim, W. J.; Olsen, W. A.

    1972-01-01

    Noise data were obtained with a large externally blown flap model. A fan-jet engine exhaust was simulated by a 1/2-scale bypass nozzle supplied by pressurized air. The nozzle was pylon mounted on a wing section having a double-slotted flap for lift augmentation. Noise radiation patterns and spectra were obtained for nozzle exhaust velocities between 400 and 1150 ft/sec. The blown flap noise data are in good agreement with previous small model results extrapolated to test conditions by Strouhal scaling. The results indicate that blown flap noise must be suppressed to meet STOL aircraft noise goals.

  4. Laminar Flow Aircraft Certification

    NASA Technical Reports Server (NTRS)

    Williams, Louis J. (Compiler)

    1986-01-01

    Various topics telative to laminar flow aircraft certification are discussed. Boundary layer stability, flaps for laminar flow airfoils, computational wing design studies, manufacturing requirements, windtunnel tests, and flow visualization are among the topics covered.

  5. Aeroelastic Response of the Adaptive Compliant Trailing Edge Transtition Section

    NASA Technical Reports Server (NTRS)

    Herrera, Claudia Y.; Spivey, Natalie D.; Lung, Shun-fat

    2016-01-01

    The Adaptive Compliant Trailing Edge demonstrator was a joint task under the Environmentally Responsible Aviation Project in partnership with the Air Force Research Laboratory and FlexSys, Inc. (Ann Arbor, Michigan), chartered by the National Aeronautics and Space Administration to develop advanced technologies that enable environmentally friendly aircraft, such as continuous mold-line technologies. The Adaptive Compliant Trailing Edge demonstrator encompassed replacing the Fowler flaps on the SubsoniC Aircraft Testbed, a Gulfstream III (Gulfstream Aerospace, Savannah, Georgia) aircraft, with control surfaces developed by FlexSys, Inc., a pair of uniquely-designed, unconventional flaps to be used as lifting surfaces during flight-testing to substantiate their structural effectiveness. The unconventional flaps consisted of a main flap section and two transition sections, inboard and outboard, which demonstrated the continuous mold-line technology. Unique characteristics of the transition sections provided a challenge to the airworthiness assessment for this part of the structure. A series of build-up tests and analyses were conducted to ensure the data required to support the airworthiness assessment were acquired and applied accurately. The transition sections were analyzed both as individual components and as part of the flight-test article assembly. Instrumentation was installed in the transition sections based on the analysis to best capture the in-flight aeroelastic response. Flight-testing was conducted and flight data were acquired to validate the analyses. This paper documents the details of the aeroelastic assessment and in-flight response of the transition sections of the unconventional Adaptive Compliant Trailing Edge flaps.

  6. An Active Flow Circulation Controlled Flap Concept for General Aviation Aircraft Applications

    NASA Technical Reports Server (NTRS)

    Jones, Gregory S.; Viken, Sally A.; Washburn, Anthony E.; Jenkins, Luther N.; Cagle, C. Mark

    2002-01-01

    A recent focus on revolutionary aerodynamic concepts has highlighted the technology needs of general aviation and personal aircraft. New and stringent restrictions on these types of aircraft have placed high demands on aerodynamic performance, noise, and environmental issues. Improved high lift performance of these aircraft can lead to slower takeoff and landing speeds that can be related to reduced noise and crash survivability issues. Circulation Control technologies have been around for 65 years, yet have been avoided due to trade offs of mass flow, pitching moment, perceived noise etc. The need to improve the circulation control technology for general aviation and personal air-vehicle applications is the focus of this paper. This report will describe the development of a 2-D General Aviation Circulation Control (GACC) wing concept that utilizes a pulsed pneumatic flap.

  7. 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.

  8. 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.

  9. Gust alleviation for a STOL transport by using elevator, spoilers, and flaps

    NASA Technical Reports Server (NTRS)

    Lallman, F. J.

    1974-01-01

    Control laws were developed to investigate methods of alleviating the response of a STOL transport to gusty air. The transport considered in the study had triple-slotted, externally blown jet flaps and a large T-tail. The control devices used were the elevator, spoilers, and flaps. A hybrid computing system was used to simulate linearized longitudinal dynamics of the aircraft and to implement a conjugate gradient optimal search algorithm. The aircraft was simulated in the low-speed approach condition only. Feedback control matrices were found which minimized the average of a quadratic functional involving passenger compartment accelerations, pitch angle and rate, flight path angle and speed variations. The optimization was performed for artificially designed gust inputs in the form of predetermined rectangular waveforms. Results were obtained for elevator, spoilers, and flaps acting singly and in combination. Additional results were obtained for unit sinusoidal gust inputs by using the gain matrices computed for the artificial test gusts. Various sensor configurations were also investigated.

  10. On the Importance of Spatial Resolution for Flap Side Edge Noise Prediction

    NASA Technical Reports Server (NTRS)

    Mineck, Raymond E.; Khorrami, Mehdi R.

    2017-01-01

    A spatial resolution study of flap tip flow and the effects on the farfield noise signature for an 18%-scale, semispan Gulfstream aircraft model are presented. The NASA FUN3D unstructured, compressible Navier-Stokes solver was used to perform the highly resolved, time-dependent, detached eddy simulations of the flow field associated with the flap for this high-fidelity aircraft model. Following our previous work on the same model, the latest computations were undertaken to determine the causes of deficiencies observed in our earlier predictions of the steady and unsteady surface pressures and off-surface flow field at the flap tip regions, in particular the outboard tip area, where the presence of a cavity at the side-edge produces very complex flow features and interactions. The present results show gradual improvement in steady loading at the outboard flap edge region with increasing spatial resolution, yielding more accurate fluctuating surface pressures, off-surface flow field, and farfield noise with improved high-frequency content when compared with wind tunnel measurements. The spatial resolution trends observed in the present study demonstrate that the deficiencies reported in our previous computations are mostly caused by inadequate spatial resolution and are not related to the turbulence model.

  11. Design & fabrication of two seated aircraft with an advanced rotating leading edge wing

    NASA Astrophysics Data System (ADS)

    Al Ahmari, Saeed Abdullah Saeed

    The title of this thesis is "Design & Fabrication of two Seated Aircraft with an Advanced Rotating Leading Edge Wing", this gives almost a good description of the work has been done. In this research, the moving surface boundary-layer control (MSBC) concept was investigated and implemented. An experimental model was constructed and tested in wind tunnel to determine the aerodynamic characteristics using the leading edge moving surface of modified semi-symmetric airfoil NACA1214. The moving surface is provided by a high speed rotating cylinder, which replaces the leading edge of the airfoil. The angle of attack, the cylinder surfaces velocity ratio Uc/U, and the flap deflection angle effects on the lift and drag coefficients and the stall angle of attack were investigated. This new technology was applied to a 2-seat light-sport aircraft that is designed and built in the Aerospace Engineering Department at KFUPM. The project team is led by the aerospace department chairman Dr. Ahmed Z. AL-Garni and Dr. Wael G. Abdelrahman and includes graduate and under graduate student. The wing was modified to include a rotating cylinder along the leading edge of the flap portion. This produced very promising results such as the increase of the maximum lift coefficient at Uc/U=3 by 82% when flaps up and 111% when flaps down at 40° and stall was delayed by 8degrees in both cases. The laboratory results also showed that the effective range of the leading-edge rotating cylinder is at low angles of attack which reduce the need for higher angles of attack for STOL aircraft.

  12. Iced Aircraft Flight Data for Flight Simulator Validation

    NASA Technical Reports Server (NTRS)

    Ratvasky, Thomas P.; Blankenship, Kurt; Rieke, William; Brinker, David J.

    2003-01-01

    NASA is developing and validating technology to incorporate aircraft icing effects into a flight training device concept demonstrator. Flight simulation models of a DHC-6 Twin Otter were developed from wind tunnel data using a subscale, complete aircraft model with and without simulated ice, and from previously acquired flight data. The validation of the simulation models required additional aircraft response time histories of the airplane configured with simulated ice similar to the subscale model testing. Therefore, a flight test was conducted using the NASA Twin Otter Icing Research Aircraft. Over 500 maneuvers of various types were conducted in this flight test. The validation data consisted of aircraft state parameters, pilot inputs, propulsion, weight, center of gravity, and moments of inertia with the airplane configured with different amounts of simulated ice. Emphasis was made to acquire data at wing stall and tailplane stall since these events are of primary interest to model accurately in the flight training device. Analyses of several datasets are described regarding wing and tailplane stall. Key findings from these analyses are that the simulated wing ice shapes significantly reduced the C , max, while the simulated tail ice caused elevator control force anomalies and tailplane stall when flaps were deflected 30 deg or greater. This effectively reduced the safe operating margins between iced wing and iced tail stall as flap deflection and thrust were increased. This flight test demonstrated that the critical aspects to be modeled in the icing effects flight training device include: iced wing and tail stall speeds, flap and thrust effects, control forces, and control effectiveness.

  13. Aeroacoustic Study of a High-Fidelity Aircraft Model. Part 2; Unsteady Surface Pressures

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Neuhart, Danny H.

    2012-01-01

    In this paper, we present unsteady surface pressure measurements for an 18%-scale, semi-span Gulfstream aircraft model. This high-fidelity model is being used to perform detailed studies of airframe noise associated with main landing gear, flap components, and gear-flap interaction noise, as well as to evaluate novel noise reduction concepts. The aerodynamic segment of the tests, conducted in the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel, was completed in November 2010. To discern the characteristics of the surface pressure fluctuations in the vicinity of the prominent noise sources, unsteady sensors were installed on the inboard and outboard flap edges, and on the main gear wheels, struts, and door. Various configurations were tested, including flap deflections of 0?, 20?, and 39?, with and without the main landing gear. The majority of unsteady surface pressure measurements were acquired for the nominal landing configuration where the main gear was deployed and the flap was deflected 39?. To assess the Mach number variation of the surface pressure amplitudes, measurements were obtained at Mach numbers of 0.16, 0.20, and 0.24. Comparison of the unsteady surface pressures with the main gear on and off shows significant interaction between the gear wake and the inboard flap edge, resulting in higher amplitude fluctuations when the gear is present.

  14. Conceptual design of flapping-wing micro air vehicles.

    PubMed

    Whitney, J P; Wood, R J

    2012-09-01

    Traditional micro air vehicles (MAVs) are miniature versions of full-scale aircraft from which their design principles closely follow. The first step in aircraft design is the development of a conceptual design, where basic specifications and vehicle size are established. Conceptual design methods do not rely on specific knowledge of the propulsion system, vehicle layout and subsystems; these details are addressed later in the design process. Non-traditional MAV designs based on birds or insects are less common and without well-established conceptual design methods. This paper presents a conceptual design process for hovering flapping-wing vehicles. An energy-based accounting of propulsion and aerodynamics is combined with a one degree-of-freedom dynamic flapping model. Important results include simple analytical expressions for flight endurance and range, predictions for maximum feasible wing size and body mass, and critical design space restrictions resulting from finite wing inertia. A new figure-of-merit for wing structural-inertial efficiency is proposed and used to quantify the performance of real and artificial insect wings. The impact of these results on future flapping-wing MAV designs is discussed in detail.

  15. Meeting the challenges with the Douglas Aircraft Company Aeroelastic Design Optimization Program (ADOP)

    NASA Technical Reports Server (NTRS)

    Rommel, Bruce A.

    1989-01-01

    An overview of the Aeroelastic Design Optimization Program (ADOP) at the Douglas Aircraft Company is given. A pilot test program involving the animation of mode shapes with solid rendering as well as wire frame displays, a complete aircraft model of a high-altitude hypersonic aircraft to test ADOP procedures, a flap model, and an aero-mesh modeler for doublet lattice aerodynamics are discussed.

  16. Aeroacoustic Evaluation of Flap and Landing Gear Noise Reduction Concepts

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Humphreys, William M., Jr.; Lockard, David P.; Ravetta, Patricio A.

    2014-01-01

    Aeroacoustic measurements for a semi-span, 18% scale, high-fidelity Gulfstream aircraft model are presented. The model was used as a test bed to conduct detailed studies of flap and main landing gear noise sources and to determine the effectiveness of numerous noise mitigation concepts. Using a traversing microphone array in the flyover direction, an extensive set of acoustic data was obtained in the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel with the facility in the acoustically treated open-wall (jet) mode. Most of the information was acquired with the model in a landing configuration with the flap deflected 39 deg and the main landing gear alternately installed and removed. Data were obtained at Mach numbers of 0.16, 0.20, and 0.24 over directivity angles between 56 deg and 116 deg, with 90 deg representing the overhead direction. Measured acoustic spectra showed that several of the tested flap noise reduction concepts decrease the sound pressure levels by 2 - 4 dB over the entire frequency range at all directivity angles. Slightly lower levels of noise reduction from the main landing gear were obtained through the simultaneous application of various gear devices. Measured aerodynamic forces indicated that the tested gear/flap noise abatement technologies have a negligible impact on the aerodynamic performance of the aircraft model.

  17. Aerodynamic Measurements of a Gulfstream Aircraft Model With and Without Noise Reduction Concepts

    NASA Technical Reports Server (NTRS)

    Neuhart, Dan H.; Hannon, Judith A.; Khorrami, Mehdi R.

    2014-01-01

    Steady and unsteady aerodynamic measurements of a high-fidelity, semi-span 18% scale Gulfstream aircraft model are presented. The aerodynamic data were collected concurrently with acoustic measurements as part of a larger aeroacoustic study targeting airframe noise associated with main landing gear/flap components, gear-flap interaction noise, and the viability of related noise mitigation technologies. The aeroacoustic tests were conducted in the NASA Langley Research Center 14- by 22-Foot Subsonic Wind Tunnel with the facility in the acoustically treated open-wall (jet) mode. Most of the measurements were obtained with the model in landing configuration with the flap deflected at 39º and the main landing gear on and off. Data were acquired at Mach numbers of 0.16, 0.20, and 0.24. Global forces (lift and drag) and extensive steady and unsteady surface pressure measurements were obtained. Comparison of the present results with those acquired during a previous test shows a significant reduction in the lift experienced by the model. The underlying cause was traced to the likely presence of a much thicker boundary layer on the tunnel floor, which was acoustically treated for the present test. The steady and unsteady pressure fields on the flap, particularly in the regions of predominant noise sources such as the inboard and outboard tips, remained unaffected. It is shown that the changes in lift and drag coefficients for model configurations fitted with gear/flap noise abatement technologies fall within the repeatability of the baseline configuration. Therefore, the noise abatement technologies evaluated in this experiment have no detrimental impact on the aerodynamic performance of the aircraft model.

  18. 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.

  19. 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.

  20. A wind tunnel investigation of the effects of micro-vortex generators and Gurney flaps on the high-lift characteristics of a business jet wing. M.S. Thesis

    NASA Technical Reports Server (NTRS)

    Martuccio, Michelle Therese

    1994-01-01

    A study of a full-scale, semi-span business jet wing has been conducted to investigate the potential of two types of high-lift devices for improving aircraft high-lift performance. The research effort involved low-speed wind-tunnel tests of micro-vortex generators and Gurney flaps applied to the flap system of the business jet wing and included force and moment measurements, surface pressure surveys and flow visualization on the wing and flap. Results showed that the micro-vortex generators tested had no beneficial effects on the longitudinal force characteristics in this particular application, while the Gurney flaps were an effective means of increasing lift. However, the Gurney flaps also caused an increase in drag in most circumstances.

  1. Flying Qualities Evaluation of a Commuter Aircraft With an Ice Contaminated Tailplane

    NASA Technical Reports Server (NTRS)

    Ranaudo, Richard J.; Ratvasky, Thomas P.; FossVanZante, Judith

    2000-01-01

    During the NASA/FAA (Federal Aviation Administration) Tailplane Icing Program, pilot evaluations of aircraft flying qualities were conducted with various ice shapes attached to the horizontal tailplane of the NASA Twin Otter Icing Research Aircraft. Initially, only NASA pilots conducted these evaluations, assessing the differences in longitudinal flight characteristics between the baseline or clean aircraft, and the aircraft configured with an Ice Contaminated Tailplane (ICT). Longitudinal tests included Constant Airspeed Flap Transitions, Constant Airspeed Thrust Transitions, zero-G Pushovers, Repeat Elevator Doublets, and Simulated Approach and Go-Around tasks. Later in the program, guest pilots from government and industry were invited to fly the NASA Twin Otter configured with a single full-span artificial ice shape attached to the leading edge of the horizontal tailplane. This shape represented ice formed due to a 'Failed Boot' condition, and was generated from tests in the Glenn Icing Research Tunnel on a full-scale tailplane model. Guest pilots performed longitudinal handling tests, similar to those conducted by the NASA pilots, to evaluate the ICT condition. In general, all pilots agreed that longitudinal flying qualities were degraded as flaps were lowered, and further degraded at high thrust settings. Repeat elevator doublets demonstrated reduced pitch damping effects due to ICT, which is a characteristic that results in degraded flying qualities. Pilots identified elevator control force reversals (CFR) in zero-G pushovers at a 20 deg flap setting, a characteristic that fails the FAR 25 no CFR certification requirement. However, when the same pilots used the Cooper-Harper rating scale to perform a simulated approach and go-around task at the 20 deg flap setting, they rated the airplane as having Level I and Level II flying qualities respectively. By comparison, the same task conducted at the 30 deg flap setting, resulted in Level II flying qualities for the approach portion, and Level III for the go-around portion.The results of this program indicate that safe and acceptable flying qualities with an ICT condition, can be effectively assessed by task-oriented pilot maneuvers. In addition, other maneuvers such as repeat elevator doublets provide good qualitative and quantitative assessments of pitch damping and elevator effectiveness, which are characteristics that correlate well with pilot task ratings. The results of this testing indicate that the FAR 25 zero-G pushover maneuver, which requires no CFR during its execution, may be an overly conservative pass/fail criteria for aircraft certification.

  2. 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.

  3. Coupled Vortex-Lattice Flight Dynamic Model with Aeroelastic Finite-Element Model of Flexible Wing Transport Aircraft with Variable Camber Continuous Trailing Edge Flap for Drag Reduction

    NASA Technical Reports Server (NTRS)

    Nguyen, Nhan; Ting, Eric; Nguyen, Daniel; Dao, Tung; Trinh, Khanh

    2013-01-01

    This paper presents a coupled vortex-lattice flight dynamic model with an aeroelastic finite-element model to predict dynamic characteristics of a flexible wing transport aircraft. The aircraft model is based on NASA Generic Transport Model (GTM) with representative mass and stiffness properties to achieve a wing tip deflection about twice that of a conventional transport aircraft (10% versus 5%). This flexible wing transport aircraft is referred to as an Elastically Shaped Aircraft Concept (ESAC) which is equipped with a Variable Camber Continuous Trailing Edge Flap (VCCTEF) system for active wing shaping control for drag reduction. A vortex-lattice aerodynamic model of the ESAC is developed and is coupled with an aeroelastic finite-element model via an automated geometry modeler. This coupled model is used to compute static and dynamic aeroelastic solutions. The deflection information from the finite-element model and the vortex-lattice model is used to compute unsteady contributions to the aerodynamic force and moment coefficients. A coupled aeroelastic-longitudinal flight dynamic model is developed by coupling the finite-element model with the rigid-body flight dynamic model of the GTM.

  4. Aircraft control surface failure detection and isolation using the OSGLR test. [orthogonal series generalized likelihood ratio

    NASA Technical Reports Server (NTRS)

    Bonnice, W. F.; Motyka, P.; Wagner, E.; Hall, S. R.

    1986-01-01

    The performance of the orthogonal series generalized likelihood ratio (OSGLR) test in detecting and isolating commercial aircraft control surface and actuator failures is evaluated. A modification to incorporate age-weighting which significantly reduces the sensitivity of the algorithm to modeling errors is presented. The steady-state implementation of the algorithm based on a single linear model valid for a cruise flight condition is tested using a nonlinear aircraft simulation. A number of off-nominal no-failure flight conditions including maneuvers, nonzero flap deflections, different turbulence levels and steady winds were tested. Based on the no-failure decision functions produced by off-nominal flight conditions, the failure detection and isolation performance at the nominal flight condition was determined. The extension of the algorithm to a wider flight envelope by scheduling on dynamic pressure and flap deflection is examined. Based on this testing, the OSGLR algorithm should be capable of detecting control surface failures that would affect the safe operation of a commercial aircraft. Isolation may be difficult if there are several surfaces which produce similar effects on the aircraft. Extending the algorithm over the entire operating envelope of a commercial aircraft appears feasible.

  5. Fluctuating pressures in flow fields of jets

    NASA Technical Reports Server (NTRS)

    Schroeder, J. C.; Haviland, J. K.

    1976-01-01

    The powered lift configurations under present development for STOL aircraft are the externally blown flap (EBF), involving direct jet impingement on the aircraft flaps, and the upper surface blown (USB), where the jet flow is attached on the upper surface of the wing and directed downwards. Towards the goal of developing scaling laws to predict unsteady loads imposed on the structural components of these STOL aircraft from small model tests, the near field fluctuating pressure behavior for the simplified cases of a round free cold jet and the same jet impinging on a flat plate was investigated. Examples are given of coherences, phase lags (giving convection velocities), and overall fluctuating pressure levels measured. The fluctuating pressure levels measured on the flat plate are compared to surface fluctuating pressure levels measured on full-scale powered-lift configuration models.

  6. Flight Test Analysis of the Forces and Moments Imparted on a B737-100 Airplane During Wake Vortex Encounters

    NASA Technical Reports Server (NTRS)

    Roberts, Chistopher L.

    2001-01-01

    Aircraft travel has become a major form of transportation. Several of our major airports are operating near their capacity limit, increasing congestion and delays for travelers. As a result, the National Aeronautics and Space Administration (NASA) has been working in conjunction with the Federal Aviation Administration (FAA), airline operators, and the airline industry to increase airport capacity without sacrificing public safety. One solution to the problem is to increase the number of airports and build new. runways; yet, this solution is becoming increasingly difficult due to limited space. A better solution is to increase the production per runway. This solution increases the possibility that one aircraft will encounter the trailing wake of another aircraft. Hazardous wake vortex encounters occur when an aircraft encounters the wake produced by a heavier aircraft. This heavy-load aircraft produces high-intensity wake turbulence that redistributes the aerodynamic loads of trailing smaller aircraft. This situation is particularly hazardous for smaller aircraft during takeoffs and landings. In order to gain a better understanding of the wake-vortex/aircraft encounter phenomena, NASA Langley Research Center conducted a series of flight tests from 1995 through 1997. These tests were designed to gather data for the development a wake encounter and wake-measurement data set with the accompanying atmospheric state information. This data set is being compiled into a database that can be used by wake vortex researchers to compare with experimental and computational results. The purpose of this research is to derive and implement a procedure for calculating the wake-vortex/aircraft interaction portion of that database by using the data recorded during those flight tests. There were three objectives to this research. Initially, the wake-induced forces and moments from each flight were analyzed based on varying flap deflection angles. The flap setting alternated between 15 and 30 degrees while the separation distance remained constant. This examination was performed to determine if increases in flap deflection would increase or decrease the effects of the wake-induced forces and moments. Next, the wake-induced forces and moments from each flight were analyzed based on separation distances of 1-3 nautical miles. In this comparison, flap deflection was held constant at 30 degrees. The purpose of this study was to determine if increased separation distances reduced the effects of the wake vortex on the aircraft. The last objective compared the wake-induced forces and moments of each flight as it executed a series of maneuvers through the wake-vortex. This analysis was conducted to examine the impact of the wake on the B737 as it traversed the wake horizontally and vertically. Results from the first analysis indicated that there was no difference in wake effect at flap deflections of 15 and 30 degrees. This conclusion is evidenced in the cases of the wake-induced sideforce, rolling moment, and yawing moment. The wake-induced lift, drag, and pitching moment cases yielded less conclusive results. The second analysis compared the wake-induced forces and moments at separation distances of 1-3 nautical miles. Results indicated that there was no significant difference in the wake-induced lift, drag, sideforce, or yawing moment coefficients. The analysis compared the wake-induced forces and moments based on different flight maneuvers. It was found that the wake-induced forces and moments had the greatest impact on out-to-in and in-to-out maneuvers.

  7. 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.

  8. Static and wind tunnel model tests for the development of externally blown flap noise reduction techniques

    NASA Technical Reports Server (NTRS)

    Pennock, A. P.; Swift, G.; Marbert, J. A.

    1975-01-01

    Externally blown flap models were tested for noise and performance at one-fifth scale in a static facility and at one-tenth scale in a large acoustically-treated wind tunnel. The static tests covered two flap designs, conical and ejector nozzles, third-flap noise-reduction treatments, internal blowing, and flap/nozzle geometry variations. The wind tunnel variables were triple-slotted or single-slotted flaps, sweep angle, and solid or perforated third flap. The static test program showed the following noise reductions at takeoff: 1.5 PNdB due to treating the third flap; 0.5 PNdB due to blowing from the third flap; 6 PNdB at flyover and 4.5 PNdB in the critical sideline plane (30 deg elevation) due to installation of the ejector nozzle. The wind tunnel program showed a reduction of 2 PNdB in the sideline plane due to a forward speed of 43.8 m/s (85 kn). The best combination of noise reduction concepts reduced the sideline noise of the reference aircraft at constant field length by 4 PNdB.

  9. 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.

  10. 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.

  11. 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

  12. 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.

  13. High Lift Common Research Model for Wind Tunnel Testing: An Active Flow Control Perspective

    NASA Technical Reports Server (NTRS)

    Lin, John C.; Melton, Latunia P.; Viken, Sally A.; Andino, Marlyn Y.; Koklu, Mehti; Hannon, Judith A.; Vatsa, Veer N.

    2017-01-01

    This paper provides an overview of a research and development effort sponsored by the NASA Advanced Air Transport Technology Project to achieve the required high-lift performance using active flow control (AFC) on simple hinged flaps while reducing the cruise drag associated with the external mechanisms on slotted flaps of a generic modern transport aircraft. The removal of the external fairings for the Fowler flap mechanism could help to reduce drag by 3.3 counts. The main challenge is to develop an AFC system that can provide the necessary lift recovery on a simple hinged flap high-lift system while using the limited pneumatic power available on the aircraft. Innovative low-power AFC concepts will be investigated in the flap shoulder region. The AFC concepts being explored include steady blowing and unsteady blowing operating in the spatial and/or temporal domain. Both conventional and AFC-enabled high-lift configurations were designed for the current effort. The high-lift configurations share the cruise geometry that is based on the NASA Common Research Model, and therefore, are also open geometries. A 10%-scale High Lift Common Research Model (HL-CRM) is being designed for testing at the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel during fiscal year 2018. The overall project plan, status, HL-CRM configurations, and AFC objectives for the wind tunnel test are described.

  14. 76 FR 67633 - Airworthiness Directives; Dassault Aviation Model Mystere-Falcon 50 Airplanes

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-11-02

    ...) of section 5-10 of the Recommended Maintenance Schedules chapter of the Aircraft Maintenance...) of section 5-10 of the Recommended Maintenance Schedules chapter of the Aircraft Maintenance... Dassault Falcon 50/ 50EX Maintenance Procedure 57-607, Non-Destructive Check of Flap Tracks 2 and 5, of...

  15. 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.

  16. 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.

  17. Estimated Benefits of Variable-Geometry Wing Camber Control for Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Bolonkin, Alexander; Gilyard, Glenn B.

    1999-01-01

    Analytical benefits of variable-camber capability on subsonic transport aircraft are explored. Using aerodynamic performance models, including drag as a function of deflection angle for control surfaces of interest, optimal performance benefits of variable camber are calculated. Results demonstrate that if all wing trailing-edge surfaces are available for optimization, drag can be significantly reduced at most points within the flight envelope. The optimization approach developed and illustrated for flight uses variable camber for optimization of aerodynamic efficiency (maximizing the lift-to-drag ratio). Most transport aircraft have significant latent capability in this area. Wing camber control that can affect performance optimization for transport aircraft includes symmetric use of ailerons and flaps. In this paper, drag characteristics for aileron and flap deflections are computed based on analytical and wind-tunnel data. All calculations based on predictions for the subject aircraft and the optimal surface deflection are obtained by simple interpolation for given conditions. An algorithm is also presented for computation of optimal surface deflection for given conditions. Benefits of variable camber for a transport configuration using a simple trailing-edge control surface system can approach more than 10 percent, especially for nonstandard flight conditions. In the cruise regime, the benefit is 1-3 percent.

  18. 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.

  19. Design of Supersonic Transport Flap Systems for Thrust Recovery at Subsonic Speeds

    NASA Technical Reports Server (NTRS)

    Mann, Michael J.; Carlson, Harry W.; Domack, Christopher S.

    1999-01-01

    A study of the subsonic aerodynamics of hinged flap systems for supersonic cruise commercial aircraft has been conducted using linear attached-flow theory that has been modified to include an estimate of attainable leading edge thrust and an approximate representation of vortex forces. Comparisons of theoretical predictions with experimental results show that the theory gives a reasonably good and generally conservative estimate of the performance of an efficient flap system and provides a good estimate of the leading and trailing-edge deflection angles necessary for optimum performance. A substantial reduction in the area of the inboard region of the leading edge flap has only a minor effect on the performance and the optimum deflection angles. Changes in the size of the outboard leading-edge flap show that performance is greatest when this flap has a chord equal to approximately 30 percent of the wing chord. A study was also made of the performance of various combinations of individual leading and trailing-edge flaps, and the results show that aerodynamic efficiencies as high as 85 percent of full suction are predicted.

  20. 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.

  1. 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.

  2. Experimental apparatus for optimization of flap position for a three-element airfoil model

    NASA Technical Reports Server (NTRS)

    Landman, Drew

    1993-01-01

    It is proposed to design and build a wind tunnel model comprising a Douglas Aircraft Company three-element high-lift airfoil with internal actuators to move the flap vertically and horizontally under computer control. The model will be used to find the optimum flap location for a fixed angle of attack, slat position and flap deflection angle. The model will span the full tunnel width and lift will be measured by integration of pressure readings taken from midspan taps. It is proposed to conduct experiments in the NASA Langley EFPB 2' x 3' low speed wind tunnel. This report serves as a project overview and a review of work completed to date through funding by the 1993 NASA/ASEE Summer Faculty Fellowship Program.

  3. Correlation of low speed wind tunnel and flight test data for V/STOL aircraft

    NASA Technical Reports Server (NTRS)

    Cook, W. L.; Hickey, D. H.

    1975-01-01

    The XV-5B fan-in-wing aircraft and the Y0V-10 RCF rotating cylinder flap aircraft were subjected to wind tunnel tests. These tests were conducted specifically to provide for correlation between wind tunnel and inflight aerodynamics and noise test data. Correlation between aerodynamic and noise data are presented and testing techniques that are related to the accuracy of the data, or that might affect the correlations, are discussed.

  4. Analysis of a flare-director concept for an externally blown flap STOL aircraft

    NASA Technical Reports Server (NTRS)

    Middleton, D. B.

    1974-01-01

    A flare-director concept involving a thrust-required flare-guidance equation was developed and tested on a moving-base simulator. The equation gives a signal to command thrust as a linear function of the errors between the variables thrust, altitude, and altitude rate and corresponding values on a desired reference flare trajectory. During the simulator landing tests this signal drove either the horizontal command bar of the aircraft's flight director or a thrust-command dot on a head-up virtual-image display of a flare director. It was also used as the input to a simple autoflare system. An externally blown flap STOL (short take-off and landing) aircraft (with considerable stability and control augmentation) was modeled for the landing tests. The pilots considered the flare director a valuable guide for executing a proper flare-thrust program under instrument-landing conditions, but were reluctant to make any use of the head-up display when they were performing the landings visually.

  5. Tip Fence for Reduction of Lift-Generated Airframe Noise

    NASA Technical Reports Server (NTRS)

    Ross, James C. (Inventor); Storms, Bruce L. (Inventor)

    1998-01-01

    The present invention is directed toward a unique lift-generated noise reduction apparatus. This apparatus includes a plurality of tip fences that are secured to the trailing and leading assemblies of the high-lift system, as close as possible to the discontinuities where the vortices are most likely to form. In one embodiment, these tip fences are secured to some or all of the outboard and inboard tips of the wing slats and flaps. The tip fence includes a generally flat, or an aerodynamically shaped plate or device that could be formed of almost any rigid material, such as metal, wood, plastic, fiber glass, aluminum, etc. In a preferred embodiment, the tip fences extend below and perpendicularly to flaps and the slats to which they are attached, such that these tip fences are aligned with the nominal free stream velocity of the aircraft. In addition to reducing airframe noise, the tip fence tends to decrease drag and to increase lift, thus improving the overall aerodynamic performance of the aircraft. Another advantage presented by the tip fence lies in the simplicity of its design, its elegance, and its ready ability to fit on the wing components, such as the flaps and the slats. Furthermore, it does not require non-standard materials or fabrication techniques, and it can be readily, easily and inexpensively retrofited on most of the existing aircraft, with minimal design changes.

  6. Control strategy of an electrically actuated morphing flap for the next generation green regional aircraft

    NASA Astrophysics Data System (ADS)

    Arena, Maurizio; Noviello, Maria Chiara; Rea, Francesco; Amoroso, Francesco; Pecora, Rosario

    2018-03-01

    The design and application of adaptive devices are currently ambitious targets in the field of aviation research addressed at new generation aircraft. The development of intelligent structures involves aspects of multidisciplinary nature: the combination of compact architectures, embedded electrical systems and smart materials, allows for developing a highly innovative device. The paper aims to present the control system design of an innovative morphing flap tailored for the next generation regional aircraft, within Clean Sky 2 - Airgreen 2 European Research Scenario. A distributed system of electromechanical actuators (EMAs) has been sized to enable up to three operating modes of a structure arranged in four blocks along the chord-wise direction: •overall camber-morphing; •upwards/downwards deflection and twisting of the final tip segment. A state-of-art feedback logic based on a decentralized control strategy for shape control is outlined, including the results of dynamic stability analysis based on the blocks rational schematization within Matlab/Simulink® environment. Such study has been performed implementing a state-space model, considering also design parameters as the torsional stiffness and damping of the actuation chain. The design process is flowing towards an increasingly "robotized" system, which can be externally controlled to perform certain operations. Future developments will be the control laws implementation as well as the functionality test on a real flap prototype.

  7. 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.

  8. Presentation of the acoustic and aerodynamic results of the Aladin 2 concept qualification testing

    NASA Technical Reports Server (NTRS)

    Collard, M.; Doyotte, C.; Sagner, M.

    1985-01-01

    Wind tunnel tests were conducted of a scale model of the Aladin 2 aircraft. The propulsion system configuration is described and the air flow caused by jet ejection is analyzed. Three dimensional flow studies in the vicinity of the engine installation were made. Diagrams of the leading and trailing edge flaps are provided. Graphs are developed to show the aerodynamic performance under conditions of various airspeed and flap deflection.

  9. Bifurcation theory applied to aircraft motions

    NASA Technical Reports Server (NTRS)

    Hui, W. H.; Tobak, M.

    1985-01-01

    Bifurcation theory is used to analyze the nonlinear dynamic stability characteristics of single-degree-of-freedom motions of an aircraft or a flap about a trim position. The bifurcation theory analysis reveals that when the bifurcation parameter, e.g., the angle of attack, is increased beyond a critical value at which the aerodynamic damping vanishes, a new solution representing finite-amplitude periodic motion bifurcates from the previously stable steady motion. The sign of a simple criterion, cast in terms of aerodynamic properties, determines whether the bifurcating solution is stable (supercritical) or unstable (subcritical). For the pitching motion of a flap-plate airfoil flying at supersonic/hypersonic speed, and for oscillation of a flap at transonic speed, the bifurcation is subcritical, implying either that exchanges of stability between steady and periodic motion are accompanied by hysteresis phenomena, or that potentially large aperiodic departures from steady motion may develop. On the other hand, for the rolling oscillation of a slender delta wing in subsonic flight (wing rock), the bifurcation is found to be supercritical. This and the predicted amplitude of the bifurcation periodic motion are in good agreement with experiments.

  10. Bifurcation theory applied to aircraft motions

    NASA Technical Reports Server (NTRS)

    Hui, W. H.; Tobak, M.

    1985-01-01

    The bifurcation theory is used to analyze the nonlinear dynamic stability characteristics of single-degree-of-freedom motions of an aircraft or a flap about a trim position. The bifurcation theory analysis reveals that when the bifurcation parameter, e.g., the angle of attack, is increased beyond a critical value at which the aerodynamic damping vanishes, a new solution representing finite-amplitude periodic motion bifurcates from the previously stable steady motion. The sign of a simple criterion, cast in terms of aerodynamic properties, determines whether the bifurcating solution is stable (supercritical) or unstable (critical). For the pitching motion of a flap-plate airfoil flying at supersonic/hypersonic speed, and for oscillation of a flap at transonic speed, the bifurcation is subcritical, implying either that exchanges of stability between steady and periodic motion are accompanied by hysteresis phenomena, or that potentially large aperiodic departures from steady motion may develop. On the other hand, for the rolling oscillation of a slender delta wing in subsonic flight (wing rock), the bifurcation is found to be supercritical. This and the predicted amplitude of the bifurcation periodic motion are in good agreement with the experiments.

  11. 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.

  12. Study of aerodynamic technology for VSTOL fighter/attack aircraft: Vertical attitude concept

    NASA Technical Reports Server (NTRS)

    Gerhardt, H. A.; Chen, W. S.

    1978-01-01

    The aerodynamic technology for a vertical attitude VSTOL (VATOL) supersonic fighter/attack aircraft was studied. The selected configuration features a tailless clipped delta wing with leading-edge extension (LEX), maneuvering flaps, top-side inlet, twin dry engines and vectoring nozzles. A relaxed static stability is employed in conjunction with the maneuvering flaps to optimize transonic performance and minimize supersonic trim drag. Control for subaerodynamic flight is obtained by gimballing the nozzles in combination with wing tip jets. Emphasis is placed on the development of aerodynamic characteristics and the identification of aerodynamic uncertainties. A wind tunnel test program is proposed to resolve these uncertainties and ascertain the feasibility of the conceptual design. Ship interface, flight control integration, crew station concepts, advanced weapons, avionics, and materials are discussed.

  13. On the role of the radiation directivity in noise reduction for STOL aircraft.

    NASA Technical Reports Server (NTRS)

    Gruschka, H. D.

    1972-01-01

    The radiation characteristics of distributed randomly fluctuating acoustic sources when shielded by finite surfaces are discussed briefly. A number of model tests using loudspeakers as artificial noise sources with a given broadband power density spectrum are used to demonstrate the effectiveness of reducing the radiated noise intensity in certain directions due to shielding. In the lateral direction of the source array noise reductions of 12 dB are observed with relatively small shields. The same shields reduce the backward radiation by approximately 20 dB. With the results obtained in these acoustic model tests the potentials of jet noise reduction of jet flap propulsion systems applicable in future STOL aircraft are discussed. The jet flap configuration as a complex aerodynamic noise source is described briefly.

  14. Quiet Clean Short-haul Experimental Engine (QCSEE) Over The Wing (OTW) design report

    NASA Technical Reports Server (NTRS)

    1977-01-01

    The design, fabrication, and testing of two experimental high bypass geared turbofan engines and propulsion systems for short haul passenger aircraft are described. The propulsion technology required for future externally blown flap aircraft with engines located both under the wing and over the wing is demonstrated. Composite structures and digital engine controls are among the topics included.

  15. Fiber Optic Control System Integration program: for optical flight control system development

    NASA Astrophysics Data System (ADS)

    Weaver, Thomas L.; Seal, Daniel W.

    1994-10-01

    Hardware and software were developed for optical feedback links in the flight control system of an F/A-18 aircraft. Developments included passive optical sensors and optoelectronics to operate the sensors. Sensors with different methods of operation were obtained from different manufacturers and integrated with common optoelectronics. The sensors were the following: Air Data Temperature; Air Data Pressure; and Leading Edge Flap, Nose Wheel Steering, Trailing Edge Flap, Pitch Stick, Rudder, Rudder Pedal, Stabilator, and Engine Power Lever Control Position. The sensors were built for a variety of aircraft locations and harsh environments. The sensors and optoelectronics were as similar as practical to a production system. The integrated system was installed by NASA for flight testing. Wavelength Division Multiplexing proved successful as a system design philosophy. Some sensors appeared to be better choices for aircraft applications than others, with digital sensors generally being better than analog sensors, and rotary sensors generally being better than linear sensors. The most successful sensor approaches were selected for use in a follow-on program in which the sensors will not just be flown on the aircraft and their performance recorded; but, the optical sensors will be used in closing flight control loops.

  16. Quiet Clean Short-haul Experimental Engine (QCSEE) Under-The-Wing (UTW) composite Nacelle test report. Volume 2: Acoustic performance

    NASA Technical Reports Server (NTRS)

    Stimpert, D. L.

    1979-01-01

    High bypass geared turbofan engines with nacelles forming the propulsion system for short-haul passenger aircraft were tested for use in externally blown flap-type aircraft. System noise levels for a four-engine, UTW-powered aircraft operating in the powered lift mode were calculated to be 97.2 and 95.7 EPNdB at takeoff and approach, respectively, on a 152.4 m (500 ft) sideline compared to a goal of 95.0 EPNdB.

  17. 4D metrology of flapping-wing micro air vehicle based on fringe projection

    NASA Astrophysics Data System (ADS)

    Zhang, Qican; Huang, Lei; Chin, Yao-Wei; Keong, Lau-Gih; Asundi, Anand

    2013-06-01

    Inspired by dominant flight of the natural flyers and driven by civilian and military purposes, micro air vehicle (MAV) has been developed so far by passive wing control but still pales in aerodynamic performance. Better understanding of flapping wing flight mechanism is eager to improve MAV's flight performance. In this paper, a simple and effective 4D metrology technique to measure full-field deformation of flapping membrane wing is presented. Based on fringe projection and 3D Fourier analysis, the fast and complex dynamic deformation, including wing rotation and wing stroke, of a flapping wing during its flight can be accurately reconstructed from the deformed fringe patterns recorded by a highspeed camera. An experiment was carried on a flapping-wing MAV with 5-cm span membrane wing beating at 30 Hz, and the results show that this method is effective and will be useful to the aerodynamicist or micro aircraft designer for visualizing high-speed complex wing deformation and consequently aid the design of flapping wing mechanism to enhanced aerodynamic performance.

  18. 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.

  19. Computational Design of a Krueger Flap Targeting Conventional Slat Aerodynamics

    NASA Technical Reports Server (NTRS)

    Akaydin, H. Dogus; Housman, Jeffrey A.; Kiris, Cetin C.; Bahr, Christopher J.; Hutcheson, Florence V.

    2016-01-01

    In this study, we demonstrate the design of a Krueger flap as a substitute for a conventional slat in a high-lift system. This notional design, with the objective of matching equivalent-mission performance on aircraft approach, was required for a comparative aeroacoustic study with computational and experimental components. We generated a family of high-lift systems with Krueger flaps based on a set of design parameters. Then, we evaluated the high-lift systems using steady 2D RANS simulations to find a good match for the conventional slat, based on total lift coefficients in free-air. Finally, we evaluated the mean aerodynamics of the high-lift systems with Krueger flap and conventional slat as they were installed in an open-jet wind tunnel flow. The surface pressures predicted with the simulations agreed well with experimental results.

  20. A computer program for detailed analysis of the takeoff and approach performance capabilities of transport category aircraft

    NASA Technical Reports Server (NTRS)

    Foss, W. E., Jr.

    1979-01-01

    The takeoff and approach performance of an aircraft is calculated in accordance with the airworthiness standards of the Federal Aviation Regulations. The aircraft and flight constraints are represented in sufficient detail to permit realistic sensitivity studies in terms of either configuration modifications or changes in operational procedures. The program may be used to investigate advanced operational procedures for noise alleviation such as programmed throttle and flap controls. Extensive profile time history data are generated and are placed on an interface file which can be input directly to the NASA aircraft noise prediction program (ANOPP).

  1. 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.

  2. 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.

  3. Wind tunnel investigation of a high lift system with pneumatic flow control

    NASA Astrophysics Data System (ADS)

    Victor, Pricop Mihai; Mircea, Boscoianu; Daniel-Eugeniu, Crunteanu

    2016-06-01

    Next generation passenger aircrafts require more efficient high lift systems under size and mass constraints, to achieve more fuel efficiency. This can be obtained in various ways: to improve/maintain aerodynamic performance while simplifying the mechanical design of the high lift system going to a single slotted flap, to maintain complexity and improve the aerodynamics even more, etc. Laminar wings have less efficient leading edge high lift systems if any, requiring more performance from the trailing edge flap. Pulsed blowing active flow control (AFC) in the gap of single element flap is investigated for a relatively large model. A wind tunnel model, test campaign and results and conclusion are presented.

  4. 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.

  5. 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.

  6. Delayed flap approach procedures for noise abatement and fuel conservation

    NASA Technical Reports Server (NTRS)

    Edwards, F. G.; Bull, J. S.; Foster, J. D.; Hegarty, D. M.; Drinkwater, F. J., III

    1976-01-01

    The NASA/Ames Research Center is currently investigating the delayed flap approach during which pilot actions are determined and prescribed by an onboard digital computer. The onboard digital computer determines the proper timing for the deployment of the landing gear and flaps based on the existing winds and airplane gross weight. Advisory commands are displayed to the pilot. The approach is flown along the conventional ILS glide slope but is initiated at a higher airspeed and in a clean aircraft configuration that allows for low thrust and results in reduced noise and fuel consumption. Topics discussed include operational procedures, pilot acceptability of these procedures, and fuel/noise benefits resulting from flight tests and simulation.

  7. 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.

  8. Innovative Strategic Aircraft Design Study (ISADS) Phase 1

    DTIC Science & Technology

    1978-06-01

    will be be applicable to virtually all high-technology aircraft. TECHNICAL APPROACH (U) Required research for the implementation of active controls is...Applicable technologies were assessed In areas of aerodynamics, propulsion, struictures, controls , and stealth, and were found to offer up to SO...15 Nonplanar Wings Variable Camber 17 Laminar Flow 17 Jet Flaps 18 Wing Boundary Layer Control 19 Ground Effect 20 Aeroelastic Tailoring 20 Propulsion

  9. High velocity impact on composite link of aircraft wing flap mechanism

    NASA Astrophysics Data System (ADS)

    Heimbs, Sebastian; Lang, Holger; Havar, Tamas

    2012-12-01

    This paper describes the numerical investigation of the mechanical behaviour of a structural component of an aircraft wing flap support impacted by a wheel rim fragment. The support link made of composite materials was modelled in the commercial finite element code Abaqus/Explicit, incorporating intralaminar and interlaminar failure modes by adequate material models and cohesive interfaces. Validation studies were performed step by step using quasi-static tensile test data and low velocity impact test data. Finally, high velocity impact simulations with a metallic rim fragment were performed for several load cases involving different impact angles, impactor rotation and pre-stress. The numerical rim release analysis turned out to be an efficient approach in the development process of such composite structures and for the identification of structural damage and worst case impact loading scenarios.

  10. Ground and Flight Testing for Aircraft Guidance and Control,

    DTIC Science & Technology

    1984-12-01

    almost rigid structure (Figure 3). It is equipped with control surfa- - S ces (inner flaps, outer flaps, elevator) which are driven by fast acting...extremely fast -response actuators com- bined with a full fly-by-wire/light system is envisaged. The technology for doing this is not yet available today...6.6 late S Standard deviation 23.7 (77.8) 6.5 12.0 *Maximum error 51.5 (169) high 12.9 fast 29.0 late *The values of these errors were judged by the

  11. 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.

  12. Modeling and Optimization for Morphing Wing Concept Generation

    NASA Technical Reports Server (NTRS)

    Skillen, Michael D.; Crossley, William A.

    2007-01-01

    This report consists of two major parts: 1) the approach to develop morphing wing weight equations, and 2) the approach to size morphing aircraft. Combined, these techniques allow the morphing aircraft to be sized with estimates of the morphing wing weight that are more credible than estimates currently available; aircraft sizing results prior to this study incorporated morphing wing weight estimates based on general heuristics for fixed-wing flaps (a comparable "morphing" component) but, in general, these results were unsubstantiated. This report will show that the method of morphing wing weight prediction does, in fact, drive the aircraft sizing code to different results and that accurate morphing wing weight estimates are essential to credible aircraft sizing results.

  13. Amelioration de l'implementation des volets dans un modele de dynamique et controle de vol de l'avion L1011-500

    NASA Astrophysics Data System (ADS)

    Saafi, Kais

    The aerodynamic model of the aircraft L1011-500 was designed and simulated in Matlab and Simulink by Bombardier to serve the Esterline-CMC Electronics Company in its goals to improve the Flight Management System FMS. In this model implemented in FLSIM by CMC-Electronics Esterline, a longitudinal instability appears during the approach phase and when flaps have a higher or equal angle to 4 degrees. The global project at LARCASE consisted in the improvement of the L1011-500 aerodynamic model stability under Matlab / Simulink and mainly for flaps angles situated between 4 degrees and 22 degrees. The L1011-500 global model was finalized in order to visualize and analyze its dynamic behavior. When the global model of the aircraft L1011-500 was generated, corrections were added to the lift coefficient (CL), the drag coefficient (CD) and the pitching moment coefficient (CM) to ensure the trim of the aircraft. The obtained results are compared with the flight tests data delivered by CMC Electronics-Esterline to validate our numerical studies.

  14. Experimental study of UTM-LST generic half model transport aircraft

    NASA Astrophysics Data System (ADS)

    Ujang, M. I.; Mat, S.; Perumal, K.; Mohd. Nasir, M. N.

    2016-10-01

    This paper presents the experimental results from the investigation carried out at the UTM Low Speed wind tunnel facility (UTM-LST) on a half model generic transport aircraft at several configurations of primary control surfaces (flap, aileron and elevator). The objective is to measure the aerodynamic forces and moments due to the configuration changes. The study is carried out at two different speeds of 26.1 m/s and 43.1 m/s at corresponding Reynolds number of 1 × 106 and 2 × 106, respectively. Angle of attack of the model is varied between -2o to 20o. For the flaps, the deflection applied is 0o, 5o and 10o. Meanwhile, for aileron and elevator, the deflection applied is between -10o and 10o. The results show the differences in aerodynamic characteristics of the aircraft at different control surfaces configurations. The results obtained indicate that a laminar separation bubble developed on the surface of the wing at lower angles of attack and show that the separation process is delayed when the Reynolds number is increased.

  15. Motion-base simulator study of control of an externally blown flap STOL transport aircraft after failure of an outboard engine during landing approach

    NASA Technical Reports Server (NTRS)

    Middleton, D. B.; Hurt, G. J., Jr.; Bergeron, H. P.; Patton, J. M., Jr.; Deal, P. L.; Champine, R. A.

    1975-01-01

    A moving-base simulator investigation of the problems of recovery and landing of a STOL aircraft after failure of an outboard engine during final approach was made. The approaches were made at 75 knots along a 6 deg glide slope. The engine was failed at low altitude and the option to go around was not allowed. The aircraft was simulated with each of three control systems, and it had four high-bypass-ratio fan-jet engines exhausting against large triple-slotted wing flaps to produce additional lift. A virtual-image out-the-window television display of a simulated STOL airport was operating during part of the investigation. Also, a simple heads-up flight director display superimposed on the airport landing scene was used by the pilots to make some of the recoveries following an engine failure. The results of the study indicated that the variation in visual cues and/or motion cues had little effect on the outcome of a recovery, but they did have some effect on the pilot's response and control patterns.

  16. Aircraft High-Lift Aerodynamic Analysis Using a Surface-Vorticity Solver

    NASA Technical Reports Server (NTRS)

    Olson, Erik D.; Albertson, Cindy W.

    2016-01-01

    This study extends an existing semi-empirical approach to high-lift analysis by examining its effectiveness for use with a three-dimensional aerodynamic analysis method. The aircraft high-lift geometry is modeled in Vehicle Sketch Pad (OpenVSP) using a newly-developed set of techniques for building a three-dimensional model of the high-lift geometry, and for controlling flap deflections using scripted parameter linking. Analysis of the low-speed aerodynamics is performed in FlightStream, a novel surface-vorticity solver that is expected to be substantially more robust and stable compared to pressure-based potential-flow solvers and less sensitive to surface perturbations. The calculated lift curve and drag polar are modified by an empirical lift-effectiveness factor that takes into account the effects of viscosity that are not captured in the potential-flow solution. Analysis results are validated against wind-tunnel data for The Energy-Efficient Transport AR12 low-speed wind-tunnel model, a 12-foot, full-span aircraft configuration with a supercritical wing, full-span slats, and part-span double-slotted flaps.

  17. Flow-Field Investigation of Gear-Flap Interaction on a Gulfstream Aircraft Model

    NASA Technical Reports Server (NTRS)

    Yao, Chung-Sheng; Jenkins, Luther N.; Bartram, Scott M.; Harris, Jerome; Khorrami, Mehdi R.; Mace, W. Derry

    2014-01-01

    Off-surface flow measurements of a high-fidelity 18% scale Gulfstream aircraft model in landing configuration with the main landing gear deployed are presented. Particle Image Velocimetry (PIV) and Laser Velocimetry (LV) were used to measure instantaneous velocities in the immediate vicinity of the main landing gear and its wake and near the inboard tip of the flap. These measurements were made during the third entry of a series of tests conducted in the NASA Langley Research Center (LaRC) 14- by 22-Foot Subsonic Tunnel (14 x 22) to obtain a comprehensive set of aeroacoustic measurements consisting of both aerodynamic and acoustic data. The majority of the off-body measurements were obtained at a freestream Mach number of 0.2, angle of attack of 3 degrees, and flap deflection angle of 39 degrees with the landing gear on. A limited amount of data was acquired with the landing gear off. LV was used to measure the velocity field in two planes upstream of the landing gear and to measure two velocity profiles in the landing gear wake. Stereo and 2-D PIV were used to measure the velocity field over a region extending from upstream of the landing gear to downstream of the flap trailing edge. Using a special traverse system installed under the tunnel floor, the velocity field was measured at 92 locations to obtain a comprehensive picture of the pertinent flow features and characteristics. The results clearly show distinct structures in the wake that can be associated with specific components on the landing gear and give insight into how the wake is entrained by the vortex at the inboard tip of the flap.

  18. Effects of spoilers and gear on B-747 wake vortex velocities

    NASA Technical Reports Server (NTRS)

    Luebs, A. B.; Bradfute, J. G.; Ciffone, D. L.

    1976-01-01

    Vortex velocities were measured in the wakes of four configurations of a 0.61-m span model of a B-747 aircraft. The wakes were generated by towing the model underwater in a ship model basin. Tangential and axial velocity profiles were obtained with a scanning laser velocimeter as the wakes aged to 35 span lengths behind the model. A 45 deg deflection of two outboard flight spoilers with the model in the landing configuration resulted in a 36 percent reduction in wake maximum tangential velocity, altered velocity profiles, and erratic vortex trajectories. Deployment of the landing gear with the inboard flaps in the landing position and outboard flaps retracted had little effect on the flap vortices to 35 spans, but caused the wing tip vortices to have: (1) more diffuse velocity profiles; (2) a 27 percent reduction in maximum tangential velocity; and (3) a more rapid merger with the flap vortices.

  19. 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.

  20. 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.

  1. Proceedings of the 1985 NASA Ames Research Center's Ground-Effects Workshop

    NASA Technical Reports Server (NTRS)

    Mitchell, Kerry (Editor)

    1987-01-01

    The purpose of the workshop was to discuss the current technology base for aerodynamic ground effects and to establish directions for further research of advanced, high performance aircraft designs, particularly those concepts utilizing powered lift systems; e.g., V/STOL, ASTOVL, and STOL aircraft. Fourteen papers were presented in the following areas: suckdown and fountain effects in hover; STOL ground vortex and hot gas ingestion; and vortex lift and jet flaps in ground effect. These subject areas were chosen with regard to current activities in the field of aircraft ground effects research.

  2. Semi-empirical airframe noise prediction model

    NASA Technical Reports Server (NTRS)

    Hersh, A. S.; Putnam, T. W.; Lasagna, P. L.; Burcham, F. W., Jr.

    1976-01-01

    A semi-empirical maximum overall sound pressure level (OASPL) airframe noise model was derived. The noise radiated from aircraft wings and flaps was modeled by using the trailing-edge diffracted quadrupole sound theory derived by Ffowcs Williams and Hall. The noise radiated from the landing gear was modeled by using the acoustic dipole sound theory derived by Curle. The model was successfully correlated with maximum OASPL flyover noise measurements obtained at the NASA Dryden Flight Research Center for three jet aircraft - the Lockheed JetStar, the Convair 990, and the Boeing 747 aircraft.

  3. A Comparative Study of Simulated and Measured Gear-Flap Flow Interaction

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Mineck, Raymond E.; Yao, Chungsheng; Jenkins, Luther N.; Fares, Ehab

    2015-01-01

    The ability of two CFD solvers to accurately characterize the transient, complex, interacting flowfield asso-ciated with a realistic gear-flap configuration is assessed via comparison of simulated flow with experimental measurements. The simulated results, obtained with NASA's FUN3D and Exa's PowerFLOW® for a high-fidelity, 18% scale semi-span model of a Gulfstream aircraft in landing configuration (39 deg flap deflection, main landing gear on and off) are compared to two-dimensional and stereo particle image velocimetry measurements taken within the gear-flap flow interaction region during wind tunnel tests of the model. As part of the bench-marking process, direct comparisons of the mean and fluctuating velocity fields are presented in the form of planar contour plots and extracted line profiles at measurement planes in various orientations stationed in the main gear wake. The measurement planes in the vicinity of the flap side edge and downstream of the flap trailing edge are used to highlight the effects of gear presence on tip vortex development and the ability of the computational tools to accurately capture such effects. The present study indicates that both computed datasets contain enough detail to construct a relatively accurate depiction of gear-flap flow interaction. Such a finding increases confidence in using the simulated volumetric flow solutions to examine the behavior of pertinent aer-odynamic mechanisms within the gear-flap interaction zone.

  4. Passenger comfort response times as a function of aircraft motion

    NASA Technical Reports Server (NTRS)

    Rinalducci, E. J.

    1975-01-01

    The relationship between a passenger's response time of changes in level of comfort experienced as a function of aircraft motion was examined. The aircraft used in this investigation was capable of providing a wide range of vertical and transverse accelerations by means of direct lift flap control surfaces and side force generator surfaces in addition to normal control surfaces. Response times to changes in comfort were recorded along with the passenger's rating of comfort on a five point scale. In addition, a number of aircraft motion variables including vertical and transverse accelerations were also recorded. Results indicate some relationship between human comfort response times to reaction time data.

  5. Low-speed airspeed calibration data for a single-engine research-support aircraft

    NASA Technical Reports Server (NTRS)

    Holmes, B. J.

    1980-01-01

    A standard service airspeed system on a single engine research support airplane was calibrated by the trailing anemometer method. The effects of flaps, power, sideslip, and lag were evaluated. The factory supplied airspeed calibrations were not sufficiently accurate for high accuracy flight research applications. The trailing anemometer airspeed calibration was conducted to provide the capability to use the research support airplane to perform pace aircraft airspeed calibrations.

  6. Topology optimization of pressure adaptive honeycomb for a morphing flap

    NASA Astrophysics Data System (ADS)

    Vos, Roelof; Scheepstra, Jan; Barrett, Ron

    2011-03-01

    The paper begins with a brief historical overview of pressure adaptive materials and structures. By examining avian anatomy, it is seen that pressure-adaptive structures have been used successfully in the Natural world to hold structural positions for extended periods of time and yet allow for dynamic shape changes from one flight state to the next. More modern pneumatic actuators, including FAA certified autopilot servoactuators are frequently used by aircraft around the world. Pneumatic artificial muscles (PAM) show good promise as aircraft actuators, but follow the traditional model of load concentration and distribution commonly found in aircraft. A new system is proposed which leaves distributed loads distributed and manipulates structures through a distributed actuator. By using Pressure Adaptive Honeycomb (PAH), it is shown that large structural deformations in excess of 50% strains can be achieved while maintaining full structural integrity and enabling secondary flight control mechanisms like flaps. The successful implementation of pressure-adaptive honeycomb in the trailing edge of a wing section sparked the motivation for subsequent research into the optimal topology of the pressure adaptive honeycomb within the trailing edge of a morphing flap. As an input for the optimization two known shapes are required: a desired shape in cruise configuration and a desired shape in landing configuration. In addition, the boundary conditions and load cases (including aerodynamic loads and internal pressure loads) should be specified for each condition. Finally, a set of six design variables is specified relating to the honeycomb and upper skin topology of the morphing flap. A finite-element model of the pressure-adaptive honeycomb structure is developed specifically tailored to generate fast but reliable results for a given combination of external loading, input variables, and boundary conditions. Based on two bench tests it is shown that this model correlates well to experimental results. The optimization process finds the skin and honeycomb topology that minimizes the error between the acquired shape and the desired shape in each configuration.

  7. Quiet Clean Short-Haul Experimental Engine (QCSEE) Under-the-Wing (UTW) Final Design Report

    NASA Technical Reports Server (NTRS)

    1977-01-01

    The QCSEE Program provides for the design, fabrication, and testing of two experimental high-bypass geared turbofan engines and propulsion systems for short-haul passenger aircraft. The overall objective of the program is to develop the propulsion technology required for future externally blown flap types of aircraft with engines located both under-the-wing and over-the-wing. This technology includes work in composite structures and digital engine controls.

  8. Preliminary Analysis of Acoustic Measurements from the NASA-Gulfstream Airframe Noise Flight Test

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Lockhard, David D.; Humphreys, Willliam M.; Choudhari, Meelan M.; Van De Ven, Thomas

    2008-01-01

    The NASA-Gulfstream joint Airframe Noise Flight Test program was conducted at the NASA Wallops Flight Facility during October, 2006. The primary objective of the AFN flight test was to acquire baseline airframe noise data on a regional jet class of transport in order to determine noise source strengths and distributions for model validation. To accomplish this task, two measuring systems were used: a ground-based microphone array and individual microphones. Acoustic data for a Gulfstream G550 aircraft were acquired over the course of ten days. Over twenty-four test conditions were flown. The test matrix was designed to provide an acoustic characterization of both the full aircraft and individual airframe components and included cruise to landing configurations. Noise sources were isolated by selectively deploying individual components (flaps, main landing gear, nose gear, spoilers, etc.) and altering the airspeed, glide path, and engine settings. The AFN flight test program confirmed that the airframe is a major contributor to the noise from regional jets during landing operations. Sound pressure levels from the individual microphones on the ground revealed the flap system to be the dominant airframe noise source for the G550 aircraft. The corresponding array beamform maps showed that most of the radiated sound from the flaps originates from the side edges. Using velocity to the sixth power and Strouhal scaling of the sound pressure spectra obtained at different speeds failed to collapse the data into a single spectrum. The best data collapse was obtained when the frequencies were left unscaled.

  9. NASA/FAA Tailplane Icing Program: Flight Test Report

    NASA Technical Reports Server (NTRS)

    Ratvasky, Thomas P.; VanZante, Judith Foss; Sim, Alex

    2000-01-01

    This report presents results from research flights that explored the characteristics of an ice-contaminated tailplane using various simulated ice shapes attached to the leading edge of the horizontal tailplane. A clean leading edge provided the baseline case, then three ice shapes were flown in order of increasing severity. Flight tests included both steady state and dynamic maneuvers. The steady state points were 1G wings level and steady heading sideslips. The primary dynamic maneuvers were pushovers to various G-levels; elevator doublets; and thrust transitions. These maneuvers were conducted for a full range of flap positions and aircraft angle of attack where possible. The analysis of this data set has clearly demonstrated the detrimental effects of ice contamination on aircraft stability and controllability. Paths to tailplane stall were revealed through parameter isolation and transition studies. These paths are (1) increasing ice shape severity, (2) increasing flap deflection, (3) high or low speeds, depending on whether the aircraft is in a steady state (high speed) or pushover maneuver (low speed), and (4) increasing thrust. The flight research effort was very comprehensive, but did not examine effects of tailplane design and location, or other aircraft geometry configuration effects. However, this effort provided the role of some of the parameters in promoting tailplane stall. The lessons learned will provide guidance to regulatory agencies, aircraft manufacturers, and operators on ice-contaminated tailplane stall in the effort to increase aviation safety and reduce the fatal accident rate.

  10. Dynamic imaging and RCS measurements of aircraft

    NASA Astrophysics Data System (ADS)

    Jain, Atul; Patel, Indu

    1995-01-01

    Results on radar cross section (RCS) measurements and inverse synthetic aperture radar images of a Mooney 231 aircraft using a ground-to-air measurement system (GTAMS) and a KC-135 airplane using an airborne radar are presented. The Mooney 231 flew in a controlled path in both clockwise and counterclockwise orbits, and successively with the gear down, flaps in the take-off position and with the speed brakes up. The data indicates that RCS pattern measurements from both ground-based and airborne radar of flying aircraft are useful and that the inverse synthetic aperture radar (ISAR) images obtained are valuable for signature diagnostics.

  11. 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.

  12. Performance and safety aspects of the XV-15 tilt rotor research aircraft

    NASA Technical Reports Server (NTRS)

    Wernicke, K. G.

    1977-01-01

    Aircraft performance is presented illustrating the flexibility and capability of the XV-15 to conduct its planned proof-of-concept flight research in the areas of dynamics, stability and control, and aerodynamics. Additionally, the aircraft will demonstrate mission-type performance typical of future operational aircraft. The aircraft design is described and discussed with emphasis on the safety and fail-operate features of the aircraft and its systems. Two or more levels of redundancy are provided in the dc and ac electrical systems, hydraulics, conversion, flaps, landing gear extension, SCAS, and force-feel. RPM is maintained by a hydro-electrical blade pitch governor that consists of a primary and standby governor with a cockpit wheel control for manual backup. The two engines are interconnected for operation on a single engine. In the event of total loss of power, the aircraft can enter autorotation starting from the airplane as well as the helicopter mode of flight.

  13. Investigation of trailing-edge-flap, spanwise-blowing concepts on an advanced fighter configuration

    NASA Technical Reports Server (NTRS)

    Paulson, J. W., Jr.; Quinto, P. F.; Banks, D. W.

    1984-01-01

    The aerodynamic effects of spanwise blowing on the trailing edge flap of an advanced fighter aircraft configuration were determined in the 4 by 7 Meter Tunnel. A series of tests were conducted with variations in spanwise-blowing vector angle, nozzle exit area, nozzle location, thrust coefficient, and flap deflection in order to determine a superior configuration for both an underwing cascade concept and an overwing port concept. This screening phase of the testing was conducted at a nominal approach angle of attack from 12 deg to 16 deg; and then the superior configurations were tested over a more complete angle of attack range from 0 deg to 20 deg at tunnel free stream dynamic pressures from 20 to 40 lbf/sq ft at thrust coefficients from 0 to 2.

  14. Pressure distribution data from tests of 2.29-meter (7.5-ft.) span EET high-lift research model in Langley 4- by 7-meter tunnel

    NASA Technical Reports Server (NTRS)

    Morgan, H. L., Jr.

    1982-01-01

    A 2.29 m (7.5 ft.) span high-lift research model equipped with full-span leading-edge slat and part-span double-slotted trailing-edge flap was tested in the Langley 4- by 7-Meter Tunnel to determine the low speed performance characteristics of a representative high aspect ratio suprcritical wing. These tests were performed in support of the Energy Efficient Transport (EET) program which is one element of the Aircraft Energy Efficiency (ACEE) project. Static longitudinal forces and moments and chordwise pressure distributions at three spanwise stations were measured for cruise, climb, two take-off flap, and two landing flap wing configurations. The tabulated and plotted pressure distribution data is presented without analysis or discussion.

  15. Determination of longitudinal aerodynamic derivatives using flight data from an icing research aircraft

    NASA Technical Reports Server (NTRS)

    Ranaudo, R. J.; Batterson, J. G.; Reehorst, A. L.; Bond, T. H.; Omara, T. M.

    1989-01-01

    A flight test was performed with the NASA Lewis Research Center's DH-6 icing research aircraft. The purpose was to employ a flight test procedure and data analysis method, to determine the accuracy with which the effects of ice on aircraft stability and control could be measured. For simplicity, flight testing was restricted to the short period longitudinal mode. Two flights were flown in a clean (baseline) configuration, and two flights were flown with simulated horizontal tail ice. Forty-five repeat doublet maneuvers were performed in each of four test configurations, at a given trim speed, to determine the ensemble variation of the estimated stability and control derivatives. Additional maneuvers were also performed in each configuration, to determine the variation in the longitudinal derivative estimates over a wide range of trim speeds. Stability and control derivatives were estimated by a Modified Stepwise Regression (MSR) technique. A measure of the confidence in the derivative estimates was obtained by comparing the standard error for the ensemble of repeat maneuvers, to the average of the estimated standard errors predicted by the MSR program. A multiplicative relationship was determined between the ensemble standard error, and the averaged program standard errors. In addition, a 95 percent confidence interval analysis was performed for the elevator effectiveness estimates, C sub m sub delta e. This analysis identified the speed range where changes in C sub m sub delta e could be attributed to icing effects. The magnitude of icing effects on the derivative estimates were strongly dependent on flight speed and aircraft wing flap configuration. With wing flaps up, the estimated derivatives were degraded most at lower speeds corresponding to that configuration. With wing flaps extended to 10 degrees, the estimated derivatives were degraded most at the higher corresponding speeds. The effects of icing on the changes in longitudinal stability and control derivatives were adequately determined by the flight test procedure and the MSR analysis method discussed herein.

  16. Comparison of structural response and fatigue endurance of aircraft flap-like box structures subjected to acoustic loading

    NASA Astrophysics Data System (ADS)

    Xiao, Y.; White, R. G.; Aglietti, G. S.

    2005-05-01

    The results of an extensive test program to characterize the behavior of typical aircraft structures under acoustic loading and to establish their fatigue endurance are presented. The structures tested were the three flap-like box-type of structures. Each structure consisted of one flat (bottom) and one curved (top) stiffener stiffened skin panel, front, and rear spars, and ribs that divided the structures into three bays. The three structures, constructed from three different materials (aircraft standard aluminum alloy, Carbon Fibre Reinforced Plastic, and a Glass Fibre Metal Laminate, i.e., GLARE) had the same size and configuration, with only minor differences due to the use of different materials. A first set of acoustic tests with excitations of intensity ranging from 140 to 160 dB were carried out to obtain detailed data on the dynamic response of the three structures. The FE analysis of the structures is also briefly described and the results compared with the experimental data. The fatigue endurance of the structures was then determined using random acoustic excitation with an overall sound pressure level of 161 dB, and details of crack propagation are reported. .

  17. 14 CFR 91.126 - Operating on or in the vicinity of an airport in Class G airspace.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ..., DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT... parachute must avoid the flow of fixed-wing aircraft. (c) Flap settings. Except when necessary for training...

  18. 14 CFR 91.126 - Operating on or in the vicinity of an airport in Class G airspace.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ..., DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT... parachute must avoid the flow of fixed-wing aircraft. (c) Flap settings. Except when necessary for training...

  19. 14 CFR 91.126 - Operating on or in the vicinity of an airport in Class G airspace.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ..., DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT... parachute must avoid the flow of fixed-wing aircraft. (c) Flap settings. Except when necessary for training...

  20. 14 CFR 91.126 - Operating on or in the vicinity of an airport in Class G airspace.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ..., DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT... parachute must avoid the flow of fixed-wing aircraft. (c) Flap settings. Except when necessary for training...

  1. On the Application of Rapid Prototyping Technology for the Fabrication of Flapping Wings for Micro Air Vehicles

    NASA Astrophysics Data System (ADS)

    Kraemer, Kurtis Leigh

    Micro air vehicles (MAV) are a class of small uninhabited aircraft with dimensions less than 15 cm (6 in) and mass less than 500g (1.1 lbs). The aim of this research was to develop a fast, accurate, low-cost, and repeatable fabrication process for flapping MAV wings. Through the use of the RepRap Mendel open-source fused-deposition modeling (FDM) rapid prototyping machine ("3-D printer"), various wing prototypes were designed and fabricated using a bio-inspired approach. Testing of the aerodynamic performance of both real locust wings and the 3-D printed wing prototypes was performed through axial spin testing. Bending stiffness measurements were also performed on the 3-D printed wings. Through the use of open-source rapid prototyping technology, a fast and low-cost fabrication process for flapping MAV wings has been developed, out of which further understanding of flapping wing design and fabrication has been gained.

  2. Quiet Clean Short-haul Experimental Engine (QCSEE). Under-The-Wing (UTW) engine boilerplate nacelle test report, volume 1

    NASA Technical Reports Server (NTRS)

    1977-01-01

    The design and testing of high bypass geared turbofan engines with nacelles forming the propulsion systems for short haul passenger aircraft are considered. The test results demonstrate the technology required for externally blown flap aircraft for introduction into passenger service in the 1980's. The equipment tested is described along with the test facility and instrumentation. A chronological history of the test and a summary of results are given.

  3. Analytical model for tilting proprotor aircraft dynamics, including blade torsion and coupled bending modes, and conversion mode operation

    NASA Technical Reports Server (NTRS)

    Johnson, W.

    1974-01-01

    An analytical model is developed for proprotor aircraft dynamics. The rotor model includes coupled flap-lag bending modes, and blade torsion degrees of freedom. The rotor aerodynamic model is generally valid for high and low inflow, and for axial and nonaxial flight. For the rotor support, a cantilever wing is considered; incorporation of a more general support with this rotor model will be a straight-forward matter.

  4. Noise Testing of an Experimental Augmentor Wing

    NASA Image and Video Library

    1974-06-21

    The augmentor wing concept was introduced during the early 1960s to enhance the performance of vertical and short takeoff (VSTOL) aircraft. The leading edge of the wing has full-span vertical flaps, and the trailing edge has double-slotted flaps. This provides aircraft with more control in takeoff and landing conditions. The augmentor wing also produced lower noise levels than other VSTOL designs. In the early 1970s Boeing Corporation built a Buffalo C-8A augmentor wing research aircraft for Ames Research Center. Researches at Lewis Research Center concentrated their efforts on reducing the noise levels of the wing. They initially used small-scale models to develop optimal nozzle screening methods. They then examined the nozzle designs on a large-scale model, seen here on an external test stand. This test stand included an airflow system, nozzle, the augmentor wing, and a muffler system below to reduce the atmospheric noise levels. The augmentor was lined with noise-reducing acoustic panels. The Lewis researchers were able to adjust the airflow to simulate conditions at takeoff and landing. Once the conditions were stabilized they took noise measurements from microphones placed in all directions from the wing, including an aircraft flying over. They found that the results coincided with the earlier small-scale studies for landing situations but not takeoffs. The acoustic panels were found to be successful.

  5. The effect of windshear during takeoff roll on aircraft stopping distance

    NASA Technical Reports Server (NTRS)

    Zweifel, Terry

    1990-01-01

    A simulation of a Boeing 727 aircraft during acceleration on the runway is used to determine the effect of windshear on stopping distance. Windshears of various magnitudes, durations, and onset times are simulated to assess the aircraft performance during an aborted takeoff on five different runway surfaces. A windshear detection system, active during the takeoff roll and similar to the Honeywell Windshear Detection System is simulated to provide a discrete system to activate aircraft braking upon shear detection. The results of the simulation indicate that several factors effect the distance required to stop the aircraft. Notable among these are gross weight, takeoff flap position, runway characteristics, and pilot reaction time. Of the windshear parameters of duration, onset and magnitude, magnitude appears to have the most significant effect.

  6. Lateral and longitudinal aerodynamic stability and control parameters of the basic vortex flap research aircraft as determined from flight test data

    NASA Technical Reports Server (NTRS)

    Suit, W. T.; Batterson, J. G.

    1986-01-01

    The aerodynamics of the basic F-106B were determined at selected points in the flight envelope. The test aircraft and flight procedures were presented. Aircraft instrumentation and the data system were discussed. The parameter extraction procedure was presented along with a discussion of the test flight results. The results were used to predict the aircraft motions for maneuvers that were not used to determine the vehicle aerodynamics. The control inputs used to maneuver the aircraft to get data for the determination of the aerodynamic parameters were discussed in the flight test procedures. The results from the current flight tests were compared with the results from wind tunnel test of the basic F-106B.

  7. The Contributions of Vincent Justus Burnelli

    NASA Technical Reports Server (NTRS)

    Wood, Richard M.

    2003-01-01

    A review of the contributions and the professional life of Vincent Justus Burnelli are presented. Burnelli was an inventor, aircraft designer and a leading pioneer in early aviation within the United States. A discussion of many of his leading accomplishments are discussed, including hid design of the first commercial twin engine transport, invent of the lifting-body/lifting-fuselage aircraft. He was one of the first to put into practice retractable landing gear, variable area and camber wings, winglets, and full span flaps for twin engine aircraft. A review of a number of his sixty patents is presented and discussed as they relate to his eleven aircraft designs that were produced. A brief discussion of his accomplishments and contributions, as they relate to present aircraft design trends is also presented.

  8. Aerodynamic characteristics of a large-scale hybrid upper surface blown flap model having four engines

    NASA Technical Reports Server (NTRS)

    Carros, R. J.; Boissevain, A. G.; Aoyagi, K.

    1975-01-01

    Data are presented from an investigation of the aerodynamic characteristics of large-scale wind tunnel aircraft model that utilized a hybrid-upper surface blown flap to augment lift. The hybrid concept of this investigation used a portion of the turbofan exhaust air for blowing over the trailing edge flap to provide boundary layer control. The model, tested in the Ames 40- by 80-foot Wind Tunnel, had a 27.5 deg swept wing of aspect ratio 8 and 4 turbofan engines mounted on the upper surface of the wing. The lift of the model was augmented by turbofan exhaust impingement on the wind upper-surface and flap system. Results were obtained for three flap deflections, for some variation of engine nozzle configuration and for jet thrust coefficients from 0 to 3.0. Six-component longitudinal and lateral data are presented with four engine operation and with the critical engine out. In addition, a limited number of cross-plots of the data are presented. All of the tests were made with a downwash rake installed instead of a horizontal tail. Some of these downwash data are also presented.

  9. On the Connection Between Flap Side-Edge Noise and Tip Vortex Dynamics

    NASA Technical Reports Server (NTRS)

    Casalino, D.; Hazir, A.; Fares, E.; Duda, B.; Khorrami, M. R.

    2015-01-01

    The goal of the present work is to investigate how the dynamics of the vortical flow about the flap side edge of an aircraft determine the acoustic radiation. A validated lattice- Boltzmann CFD solution of the unsteady flow about a detailed business jet configuration in approach conditions is used for the present analysis. Evidence of the connection between the noise generated by several segments of the inboard flap tip and the aerodynamic forces acting on the same segments is given, proving that the noise generation mechanism has a spatially coherent and acoustically compact character on the scale of the flap chord, and that the edge-scattering effects are of secondary importance. Subsequently, evidence of the connection between the kinematics of the tip vortex system and the aerodynamic force is provided. The kinematics of the dual vortex system are investigated via a core detection technique. Emphasis is placed on the mutual induction effects between the two main vortices rolling up from the pressure and suction sides of the flap edge. A simple heuristic formula that relates the far-field noise spectrum and the cross-spectrum of the unsteady vortical positions is developed.

  10. Theory of flapping flight

    NASA Technical Reports Server (NTRS)

    Lippisch, Alexander

    1925-01-01

    Before attempting to construct a human-powered aircraft, the aviator will first try to post himself theoretically on the possible method of operating the flapping wings. This report will present a graphic and mathematical method, which renders it possible to determine the power required, so far as it can be done on the basis of the wing dimensions. We will first consider the form of the flight path through the air. The simplest form is probably the curve of ordinary wave motion. After finding the flight curve, we must next determine the change in the angle of attack while passing through the different phases of the wave.

  11. Probe Without Moving Parts Measures Flow Angle

    NASA Technical Reports Server (NTRS)

    Corda, Stephen; Vachon, M. Jake

    2003-01-01

    The measurement of local flow angle is critical in many fluid-dynamic applications, including the aerodynamic flight testing of new aircraft and flight systems. Flight researchers at NASA Dryden Flight Research Center have recently developed, flight-tested, and patented the force-based flow-angle probe (FLAP), a novel, force-based instrument for the measurement of local flow direction. Containing no moving parts, the FLAP may provide greater simplicity, improved accuracy, and increased measurement access, relative to conventional moving vane-type flow-angle probes. Forces in the FLAP can be measured by various techniques, including those that involve conventional strain gauges (based on electrical resistance) and those that involve more advanced strain gauges (based on optical fibers). A correlation is used to convert force-measurement data to the local flow angle. The use of fiber optics will enable the construction of a miniature FLAP, leading to the possibility of flow measurement in very small or confined regions. This may also enable the tufting of a surface with miniature FLAPs, capable of quantitative flow-angle measurements, similar to attaching yarn tufts for qualitative measurements. The prototype FLAP was a small, aerodynamically shaped, low-aspect-ratio fin about 2 in. (approximately equal to 5 cm) long, 1 in. (approximately equal to 2.5 cm) wide, and 0.125 in. (approximately equal to 0.3 cm) thick (see Figure 1). The prototype FLAP included simple electrical-resistance strain gauges for measuring forces. Four strain gauges were mounted on the FLAP; two on the upper surface and two on the lower surface. The gauges were connected to form a full Wheatstone bridge, configured as a bending bridge. In preparation for a flight test, the prototype FLAP was mounted on the airdata boom of a flight-test fixture (FTF) on the NASA Dryden F-15B flight research airplane.

  12. Review of evolving trends in blended wing body aircraft design

    NASA Astrophysics Data System (ADS)

    Okonkwo, Paul; Smith, Howard

    2016-04-01

    The desire to produce environmentally friendly aircraft that is aerodynamically efficient and capable of conveying large number of passengers over long ranges at reduced direct operating cost led aircraft designers to develop the Blended Wing Body (BWB) aircraft concept. The BWB aircraft represents a paradigm shift in the design of aircraft. The design provides aerodynamics and environmental benefits and is suitable for the integration of advanced systems and concepts like laminar flow technology, jet flaps and distributed propulsion. However, despite these benefits, the BWB is yet to be developed for commercial air transport due to several challenges. This paper reviews emerging trends in BWB aircraft design highlighting design challenges that have hindered the development of a BWB passenger transport aircraft. The study finds that in order to harness the advantages and reduce the deficiencies of a tightly coupled configuration like the BWB, a multidisciplinary design synthesis optimisation should be conducted with good handling and ride quality as objective functions within acceptable direct operating cost and noise bounds.

  13. STOL propulsion systems

    NASA Technical Reports Server (NTRS)

    Denington, R. J.; Koenig, R. W.; Vanco, M. R.; Sagerser, D. A.

    1972-01-01

    The selection and the characteristics of quiet, clean propulsion systems for STOL aircraft are discussed. Engines are evaluated for augmentor wing and externally blown flap STOL aircraft with the engines located both under and over the wings. Some supporting test data are presented. Optimum engines are selected based on achieving the performance, economic, acoustic, and pollution goals presently being considered for future STOL aircraft. The data and results presented were obtained from a number of contracted studies and some supporting NASA inhouse programs, most of which began in early 1972. The contracts include: (1) two aircraft and mission studies, (2) two propulsion system studies, (3) the experimental and analytic work on the augmentor wing, and (4) the experimental programs on Q-Fan. Engines are selected and discussed based on aircraft economics using the direct operating cost as the primary criterion. This cost includes the cost of the crew, fuel, aircraft, and engine maintenance and depreciation.

  14. ARC-1961-A-28249

    NASA Image and Video Library

    1961-09-12

    Lockheed NC-130B (AF58-712) Aircraft. A Study of STOL Operational Techniques; landing approach. Nose-low pitch attitude of the aircraft was required in wave-off (or go-around) at 85 knots with flaps 70 degrees. An increase in stall-speed margin could be required to produce a more positive climb angle. (Nov 1962) Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig. 104; 60yrs at Ames, Atmosphere of Freedom NASA SP-2000-4314

  15. Quiet Clean Short-haul Experimental Engine (QCSEE) UTW fan preliminary design

    NASA Technical Reports Server (NTRS)

    1975-01-01

    High bypass geared turbofan engines and propulsion systems designed for short-haul passenger aircraft are described. The propulsion technology required for future externally blown flap aircraft with engines located both under the wing and over the wing is emphasized. The aerodynamic and mechanical preliminary design of the QCSEE under the wing 1.34 pressure ratio fan with variable blade pitch is presented. Design information is given for two pitch change actuation systems which will provide reverse thrust.

  16. V-22 Osprey Tilt-Rotor Aircraft: Background and Issues for Congress

    DTIC Science & Technology

    2009-09-16

    limits such as the flapping of the rotors (rotor disk not perpendicular to spindle shaft ) by not producing the commands requested by the pilot’s...abilities of a twin turboprop aircraft.”1 The MV-22 is designed to transport 24 fully equipped Marines at a cruising speed of about 250 knots (about...airframe commonality with the MV-22; the primary differences between the two variants are in their avionics. The CV- 22 is designed to carry 18 troops

  17. The application of parameter estimation to flight measurements to obtain lateral-directional stability derivatives of an augmented jet-flap STOL airplane

    NASA Technical Reports Server (NTRS)

    Stephenson, J. D.

    1983-01-01

    Flight experiments with an augmented jet flap STOL aircraft provided data from which the lateral directional stability and control derivatives were calculated by applying a linear regression parameter estimation procedure. The tests, which were conducted with the jet flaps set at a 65 deg deflection, covered a large range of angles of attack and engine power settings. The effect of changing the angle of the jet thrust vector was also investigated. Test results are compared with stability derivatives that had been predicted. The roll damping derived from the tests was significantly larger than had been predicted, whereas the other derivatives were generally in agreement with the predictions. Results obtained using a maximum likelihood estimation procedure are compared with those from the linear regression solutions.

  18. 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.

  19. Aircraft Flutter Testing

    NASA Technical Reports Server (NTRS)

    1997-01-01

    Wilmer Reed gained international recognition for his innovative research, contributions and patented ideas relating to flutter and aeroelasticity of aerospace vehicles at Langley Research Center. In the early 1980's, Reed retired from Langley and joined the engineering staff of Dynamic Engineering Inc. While at DEI, Reed conceived and patented the DEI Flutter Exciter, now used world-wide in flight flutter testing of new or modified aircraft designs. When activated, the DEI Flutter Exciter alternately deflects the airstream upward and downward in a rapid manner, creating a force similar to that produced by an oscillating trailing edge flap. The DEI Flutter Exciter is readily adaptable to a variety of aircraft.

  20. Drag Reduction Devices for Aircraft (Latest Citations from the Aerospace Database)

    NASA Technical Reports Server (NTRS)

    1996-01-01

    The bibliography contains citations concerning the modeling, application, testing, and development of drag reduction devices for aircraft. Slots, flaps, fences, large-eddy breakup (LEBU) devices, vortex generators and turbines, Helmholtz resonators, and winglets are among the devices discussed. Contour shaping to ensure laminar flow, control boundary layer transition, or minimize turbulence is also covered. Applications include the wings, nacelles, fuselage, empennage, and externals of aircraft designed for high-lift, subsonic, or supersonic operation. The design, testing, and development of directional grooves, commonly called riblets, are covered in a separate bibliography.(Contains 50-250 citations and includes a subject term index and title list.)

  1. 77 FR 12175 - Airworthiness Directives; DASSAULT AVIATION Airplanes

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-02-29

    ... specified products. The MCAI states: The Maintenance Procedure (MP) 57-607, related to non destructive check... Recommended Maintenance Schedules chapter of the Aircraft Maintenance Documentation. After the implementation... maintenance program to include ``Non-Destructive Check of Flap Tracks 2 and 5,'' Maintenance Procedure 57-607...

  2. 78 FR 37701 - Airworthiness Directives; Pilatus Aircraft Ltd. Airplanes

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-06-24

    ... Airworthiness Limitations Document (ALS), depending on the aeroplane model. These documents include the... of maintenance instructions and/or airworthiness limitations in accordance with Pilatus PC-6 ALS...-6 ALS (Number 02334) issue 3 to introduce a threshold for replacement of previously not listed Flap...

  3. 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.

  4. Aeroacoustic Study of a High-Fidelity Aircraft Model: Part 1- Steady Aerodynamic Measurements

    NASA Technical Reports Server (NTRS)

    Khorrami, Mehdi R.; Hannon, Judith A.; Neuhart, Danny H.; Markowski, Gregory A.; VandeVen, Thomas

    2012-01-01

    In this paper, we present steady aerodynamic measurements for an 18% scale model of a Gulfstream air-craft. The high fidelity and highly-instrumented semi-span model was developed to perform detailed aeroacoustic studies of airframe noise associated with main landing gear/flap components and gear-flap interaction noise, as well as to evaluate novel noise reduction concepts. The aeroacoustic tests, being conducted in the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel, are split into two entries. The first entry, completed November 2010, was entirely devoted to the detailed mapping of the aerodynamic characteristics of the fabricated model. Flap deflections of 39?, 20?, and 0? with the main landing gear on and off were tested at Mach numbers of 0.16, 0.20, and 0.24. Additionally, for each flap deflection, the model was tested with the tunnel both in the closed-wall and open-wall (jet) modes. During this first entry, global forces (lift and drag) and extensive steady and unsteady surface pressure measurements were obtained. Preliminary analysis of the measured forces indicates that lift, drag, and stall characteristics compare favorably with Gulfstream?s high Reynolds number flight data. The favorable comparison between wind-tunnel and flight data allows the semi-span model to be used as a test bed for developing/evaluating airframe noise reduction concepts under a relevant environment. Moreover, initial comparison of the aerodynamic measurements obtained with the tunnel in the closed- and open-wall configurations shows similar aerodynamic behavior. This permits the acoustic and off-surface flow measurements, planned for the second entry, to be conducted with the tunnel in the open-jet mode.

  5. Full-scale wind-tunnel tests of high-lift system modifications on a carrier based fighter aircraft

    NASA Technical Reports Server (NTRS)

    Meyn, Larry A.; Zell, Peter T.; Hagan, John L.; Schoch, David

    1993-01-01

    Modifications to the high-lift system of a full-scale F/A-I8A were tested in the 80- by 120-Foot Wind Tunnel of the National Full-Scale Aerodynamics Complex at the NASA Ames Research Center in Moffett Field, California. The objective was to measure the effect of simple modifications on the aerodynamic performance of the high-lift system. The modifications included the placement of a straight fairing in the shroud cove above the trailing-edge flap and the addition of seals to prevent air leakage through the hinge lines of the leading-edge flap, the trailing-edge shroud, and the wing fold. The test was carried out on an actual F/A-18A with it's flaps deployed in the landing approach configuration. The angle of attack ranged from 0 to 16 degrees and the wind speed was 100 knots. At an angle of attack of 8 degrees, the trimmed lift coefficient was improved by 0.09 with all wing seals in place. This corresponds to a reduction in the approach speed for the F/A-I8A of about 5 knots. The seal along the wing fold hinge, a feature present on many naval aircraft, provided one third of the total increment in trimmed lift. A comparison of the full-scale wind-tunnel results with those obtained from flight test is also presented.

  6. Noise impact of advanced high lift systems

    NASA Technical Reports Server (NTRS)

    Elmer, Kevin R.; Joshi, Mahendra C.

    1995-01-01

    The impact of advanced high lift systems on aircraft size, performance, direct operating cost and noise were evaluated for short-to-medium and medium-to-long range aircraft with high bypass ratio and very high bypass ratio engines. The benefit of advanced high lift systems in reducing noise was found to be less than 1 effective-perceived-noise decibel level (EPNdB) when the aircraft were sized to minimize takeoff gross weight. These aircraft did, however, have smaller wings and lower engine thrusts for the same mission than aircraft with conventional high lift systems. When the advanced high lift system was implemented without reducing wing size and simultaneously using lower flap angles that provide higher L/D at approach a cumulative noise reduction of as much as 4 EPNdB was obtained. Comparison of aircraft configurations that have similar approach speeds showed cumulative noise reduction of 2.6 EPNdB that is purely the result of incorporating advanced high lift system in the aircraft design.

  7. The effect of electrohydrodynamic force on the lift coefficient of a NACA 0015 airfoil

    NASA Astrophysics Data System (ADS)

    Yusof, Y.; Hossain, A.; Abdullah, A. H.; Nasir, Rizal M. E.; Hamid, A.; Muthmainnah, N.; N, M.

    2017-11-01

    Lift, the force component that is perpendicular to the line of flight, is generated when a small aircraft moves through the air. With the help of the sets of flaps and slats on its wing, the pilot controls his aircraft manoeuvring in the air. In this study, we preferred to cut the drawbacks of the flaps system by introducing the electrohydrodynamic actuator. Widely known as plasma actuator, it is able to improve the induced lift force as well as the efficiency of a small aircraft system. A dielectric-barrier-discharge actuator using a 6 kV AC power supply was developed and tested on a NACA 0015 airfoil using copper as the electrodes and kapton as its dielectric component. The experimental results showed that it was successful in presenting a positive effect of the plasma actuator on the lift coefficient of the airfoil at smaller angle of attack, where enhancements ranged between 0.7% and 1.8%. However, at a higher angle, the results were not as swayed as it was desired since the energy exerted by the plasma actuator on the lift performance of the airfoil was inadequate. Further tests are needed using higher rated voltage supply and other equipment to improve the capability of the actuator in refining the aerodynamic performance of the airfoil.

  8. Aerodynamics Characteristics of Multi-Element Airfoils at -90 Degrees Incidence

    NASA Technical Reports Server (NTRS)

    Stremel, Paul M.; Schmitz, Fredric H. (Technical Monitor)

    1994-01-01

    A developed method has been applied to calculate accurately the viscous flow about airfoils normal to the free-stream flow. This method has special application to the analysis of tilt rotor aircraft in the evaluation of download. In particular, the flow about an XV-15 airfoil with and without deflected leading and trailing edge flaps at -90 degrees incidence is evaluated. The multi-element aspect of the method provides for the evaluation of slotted flap configurations which may lead to decreased drag. The method solves for turbulent flow at flight Reynolds numbers. The flow about the XV-15 airfoil with and without flap deflections has been calculated and compared with experimental data at a Reynolds number of one million. The comparison between the calculated and measured pressure distributions are very good, thereby, verifying the method. The aerodynamic evaluation of multielement airfoils will be conducted to determine airfoil/flap configurations for reduced airfoil drag. Comparisons between the calculated lift, drag and pitching moment on the airfoil and the airfoil surface pressure will also be presented.

  9. Mechanisms and actuators for rotorcraft blade morphing

    NASA Astrophysics Data System (ADS)

    Vocke, Robert D., III

    The idea of improved fight performance through changes in the control surfaces dates back to the advent of aviation with the Wright brothers' pioneering work on "wing warping," but it was not until the recent progress in material and actuator development that such control surfaces seemed practical for modern aircraft. This has opened the door to a new class of aircraft that have the ability to change shape or morph, which are being investigated due to the potential to have a single platform serve multiple mission objectives, as well as improve performance characteristics. While the majority of existing research for morphing aircraft has focused on fixedwing aircraft, rotary-wing aircraft have begun to receive more attention. The purpose of this body of work is to investigate the current state of morphing actuation technology for rotorcraft and improve upon it. Specifically, this work looks at two types of morphing: Pneumatic Artificial Muscle (PAM) actuated trailing edge flaps and conformal variable diameter morphing. First, active camber changes through the use of PAM powered trailing edge flaps were investigated due to the potential for reductions in power requirements and vibration/noise levels. A PAM based antagonistic actuation system was developed utilizing a novel combination of mechanism geometry and PAM bias contraction optimization to overcome the natural extension stiffening characteristics of PAMs. In open-loop bench-top testing against a "worst-case" constant torsional loading, the system demonstrated actuation authority suitable for both primary control and vibration/noise reduction. Additionally, closed-loop test data indicated that the system was capable of tracking complex waveforms consistent with those needed for rotorcraft control. This system demonstrated performance on-par with the state of the art pneumatic trailing edge flap actuators, yet with a much smaller footprint and impact on the rotor-blade. The second morphing system developed in this work is a conformal variable diameter rotor system suitable for implementation on a modern tilt-rotor aircraft, which can reduce power requirements in both cruise and hover configurations. An initial prototype variable span airfoil was constructed using a silicone elastomer matrix composite skin and a plastic rapid prototyped morphing substructure. Benchtop and wind tunnel tests verified the ability of this system to increase active wing area by 100%. The prototype technology was then matured for use in the harsh rotor blade environment, with a much stiffer polyurethane skin and a titanium substructure. Coupon testing verified the efficacy of this approach, and a final conceptual design was completed using the stiffness-tuning characteristics of the morphing substructure to create a self-actuating morphing blade tip.

  10. QCGAT aircraft/engine design for reduced noise and emissions

    NASA Technical Reports Server (NTRS)

    Lanson, L.; Terrill, K. M.

    1980-01-01

    The high bypass ratio QCGAT engine played an important role in shaping the aircraft design. The aircraft which evolved is a sleek, advanced design, six-place aircraft with 3538 kg (7,800 lb) maximum gross weight. It offers a 2778 kilometer (1500 nautical mile) range with cruise speed of 0.5 Mach number and will take-off and land on the vast majority of general aviation airfields. Advanced features include broad application of composite materials and a supercritical wing design with winglets. Full-span fowler flaps were introduced to improve landing capability. Engines are fuselage-mounted with inlets over the wing to provide shielding of fan noise by the wing surfaces. The design objectives, noise, and emission considerations, engine cycle and engine description are discussed as well as specific design features.

  11. 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.

  12. Incremental wind tunnel testing of high lift systems

    NASA Astrophysics Data System (ADS)

    Victor, Pricop Mihai; Mircea, Boscoianu; Daniel-Eugeniu, Crunteanu

    2016-06-01

    Efficiency of trailing edge high lift systems is essential for long range future transport aircrafts evolving in the direction of laminar wings, because they have to compensate for the low performance of the leading edge devices. Modern high lift systems are subject of high performance requirements and constrained to simple actuation, combined with a reduced number of aerodynamic elements. Passive or active flow control is thus required for the performance enhancement. An experimental investigation of reduced kinematics flap combined with passive flow control took place in a low speed wind tunnel. The most important features of the experimental setup are the relatively large size, corresponding to a Reynolds number of about 2 Million, the sweep angle of 30 degrees corresponding to long range airliners with high sweep angle wings and the large number of flap settings and mechanical vortex generators. The model description, flap settings, methodology and results are presented.

  13. Experimental study of the effect on span loading on aircraft wakes

    NASA Technical Reports Server (NTRS)

    Corsiglia, V. R.; Rossow, V. J.; Ciffone, D. L.

    1975-01-01

    Measurements were made in the NASA-Ames 40- by 80-foot wind tunnel of the rolling moment induced on a following model in the wake 13.6 spans behind a subsonic transport model for a variety of trailing edge flap settings of the generator. It was found that the rolling moment on the following model was reduced substantially, compared to the conventional landing configuration, by reshaping the span loading on the generating model to approximate a span loading, found in earlier studies, which resulted in reduced wake velocities. This was accomplished by retracting the outboard trailing edge flaps. It was concluded, based on flow visualization conducted in the wind tunnel as well as in a water tow facility, that this flap arrangement redistributes the vorticity shed by the wing along the span to form three vortex pairs that interact to disperse the wake.

  14. Flapping dynamics of a thin liquid sheet

    NASA Astrophysics Data System (ADS)

    Vadivukkarasan, M.; Kumaran, Dhivyaraja; Panchagnula, Mahesh; Multi-phase flow physics Group Team

    2017-11-01

    We attempt to delineate and describe the complete evolution of a thin soap film when air is blown through a nozzle in the normal direction. The sequence of events and its intrinsic dynamics are captured using high speed imaging. By careful observation, it was observed that multiple mechanisms occur in the same system and each event is triggered by an independent mechanism. The events include (a) flapping of a liquid sheet and pinching of the bubble, (b) onset of rupture on the liquid sheet, (c) formation of ligaments and (d) ejection of drops. From this study, it is shown that these events are predominantly governed by Kelvin-Helmholtz instability, Taylor - Culick law, Rayleigh-Taylor instability and capillary instability, respectively. The present experiments can be considered as an extension to the previous studies on soap films as well as thin flapping sheets which has direct relevance to coaxial atomizers used in aircraft applications.

  15. ARC-1961-A-28387

    NASA Image and Video Library

    1961-10-31

    Lockheed NC-130B STOL turboprop-powered aircraft with ailerons drooped 30 degrees. Note trailing-edge flaps deflected 90 degrees for increased lift. Two T-56 turboshaft engines, which drove wing-mounted load compressors for boundary-layer control, are mounted on outboard wing pods. Landing approach speed was reduced 30 knots with boundary-layer control

  16. 14 CFR 23.345 - High lift devices.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false High lift devices. 23.345 Section 23.345 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS... lift devices. (a) If flaps or similar high lift devices are to be used for takeoff, approach or landing...

  17. 14 CFR 23.345 - High lift devices.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false High lift devices. 23.345 Section 23.345 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS... lift devices. (a) If flaps or similar high lift devices are to be used for takeoff, approach or landing...

  18. Aeroelastic Wing Shaping Control Subject to Actuation Constraints.

    NASA Technical Reports Server (NTRS)

    Swei, Sean Shan-Min; Nguyen, Nhan

    2014-01-01

    This paper considers the control of coupled aeroelastic aircraft model which is configured with Variable Camber Continuous Trailing Edge Flap (VCCTEF) system. The relative deflection between two adjacent flaps is constrained and this actuation constraint is accounted for when designing an effective control law for suppressing the wing vibration. A simple tuned-mass damper mechanism with two attached masses is used as an example to demonstrate the effectiveness of vibration suppression with confined motion of tuned masses. In this paper, a dynamic inversion based pseudo-control hedging (PCH) and bounded control approach is investigated, and for illustration, it is applied to the NASA Generic Transport Model (GTM) configured with VCCTEF system.

  19. Lockheed P–38J Lightning at the Aircraft Engine Research Laboratory

    NASA Image and Video Library

    1945-03-21

    The National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory acquired two Lockheed P–38J Lightning in October 1944 to augment their burgeoning icing research program. The P–38 was a high-altitude interceptor with a unique twin fuselage configuration. Lockheed designed the aircraft in 1938 and 1939. Its two Allison V–1710 engines carried the aircraft to altitudes up to 40,000 feet. The P–38 was used extensively during World War II in a variety of roles. In August 1943, Lockheed began producing an improved version, the P–38J that included better cockpit heating, engine cooling, and dive flaps. The military loaned the NACA two P–38Js to determine the amount of ice formation on the induction system of the turbosupercharger-equipped engines. In 1944 and 1945 one of the aircraft was subjected to ground tests using an engine blower on the hangar apron. The V–1710 was run over a full range of speeds as different levels of water were injected into the blower and sprayed onto the engine. The other P–38J was flown at 10,000 feet altitude with water sprayed into the engine to simulate rain. The tests confirmed that closing the intercooler flap added protection against the ice by blocking water ingestion and increasing engine heat. NACA pilot Joseph Walker joined the Cleveland laboratory in early 1945 as a physicist. Walker had flown P–38s during World, and later claimed that seeing the NACA’s two P–38Js inspired him to return to his earlier calling as a pilot, this time with the NACA. Walker was particularly active in the icing flight program during his five years of flying in Cleveland.

  20. ECN-3931

    NASA Image and Video Library

    1974-01-28

    This photograph shows a modified General Dynamics TACT/F-111A Aardvaark with supercritical wings installed. The aircraft, with flaps and landing gear down, is in a decending turn over Rogers Dry Lakebed at Edwards Air Force Base. Starting in 1971 the NASA Flight Research Center and the Air Force undertook a major research and flight testing program, using F-111A (#63-9778), which would span almost 20 years before completion. Intense interest over the results coming from the NASA F-8 supercritical wing program spurred NASA and the Air Force to modify the General Dynamics-Convair F-111A to explore the application of supercritical wing technology to maneuverable military aircraft. This flight program was called Transonic Aircraft Technology (TACT).

  1. Quiet Clean Short-haul Experimental Engine (QCSEE) preliminary under the wing flight propulsion system analysis report

    NASA Technical Reports Server (NTRS)

    Howard, D. F.

    1976-01-01

    The preliminary design and installation of high bypass, geared turbofan engine with a composite nacelle forming the propulsion system for a short haul passenger aircraft are described. The technology required for externally blown flap aircraft with under the wing (UTW) propulsion system installations for introduction into passenger service in the mid 1980's is included. The design, fabrication, and testing of this UTW experimental engine containing the required technology items for low noise, fuel economy, with composite structure for reduced weight and digital engine control are provided.

  2. Use of the flight simulator in the design of a STOL research aircraft.

    NASA Technical Reports Server (NTRS)

    Spitzer, R. E.; Rumsey, P. C.; Quigley, H. C.

    1972-01-01

    Piloted simulator tests on the NASA-Ames Flight Simulator for Advanced Aircraft motion base played a major role in guiding the design of the Modified C-8A 'Buffalo' augmentor wing jet flap STOL research airplane. Design results are presented for the flight control systems, lateral-directional SAS, hydraulic systems, and engine and thrust vector controls. Emphasis is given to lateral control characteristics on STOL landing approach, engine-out control and recovery techniques in the powered-lift regime, and operational flight procedures which affected airplane design.

  3. Aircraft Alerting Systems Criteria Study. Volume 1. Collation and Analysis of Aircraft Alerting Systems Data

    DTIC Science & Technology

    1977-05-01

    light, or flag. The term .gI4er includes the situation wheroin a pointer or tape on an analog Indicator displays a parameter value in the green, yellow...or flap. Only the parameter limit information (bands) on the instruments was considered to have a significant impact on the visual effectiveness of the...the time it takes the obse.-ver to react to the signal ( reactive time) when that was the only task that he had to do. The quantitative applicobility

  4. Fuel-Conservation Guidance System for Powered-Lift Aircraft

    NASA Technical Reports Server (NTRS)

    Erzberger, Heinz; McLean, John D.

    1981-01-01

    A technique is described for the design of fuel-conservative guidance systems and is applied to a system that was flight tested on board NASA's sugmentor wing jet STOL research aircraft. An important operational feature of the system is its ability to rapidly synthesize fuel-efficient trajectories for a large set of initial aircraft positions, altitudes, and headings. This feature allows the aircraft to be flown efficiently under conditions of changing winds and air traffic control vectors. Rapid synthesis of fuel-efficient trajectories is accomplished in the airborne computer by fast-time trajectory integration using a simplified dynamic performance model of the aircraft. This technique also ensures optimum flap deployment and, for powered-lift STOL aircraft, optimum transition to low-speed flight. Also included in the design is accurate prediction of touchdown time for use in four-dimensional guidance applications. Flight test results have demonstrated that the automatically synthesized trajectories produce significant fuel savings relative to manually flown conventional approaches.

  5. Use of optimization to predict the effect of selected parameters on commuter aircraft performance

    NASA Technical Reports Server (NTRS)

    Wells, V. L.; Shevell, R. S.

    1982-01-01

    The relationships between field length and cruise speed and aircraft direct operating cost were determined. A gradient optimizing computer program was developed to minimize direct operating cost (DOC) as a function of airplane geometry. In this way, the best airplane operating under one set of constraints can be compared with the best operating under another. A constant 30-passenger fuselage and rubberized engines based on the General Electric CT-7 were used as a baseline. All aircraft had to have a 600 nautical mile maximum range and were designed to FAR part 25 structural integrity and climb gradient regulations. Direct operating cost was minimized for a typical design mission of 150 nautical miles. For purposes of C sub L sub max calculation, all aircraft had double-slotted flaps but with no Fowler action.

  6. Flight test planning and parameter extraction for rotorcraft system identification

    NASA Technical Reports Server (NTRS)

    Wang, J. C.; Demiroz, M. Y.; Talbot, P. D.

    1986-01-01

    The present study is concerned with the mathematical modelling of aircraft dynamics on the basis of an investigation conducted with the aid of the Rotor System Research Aircraft (RSRA). The particular characteristics of RSRA make it possible to investigate aircraft properties which cannot be readily studied elsewhere, for example in the wind tunnel. The considered experiment had mainly the objective to develop an improved understanding of the physics of rotor flapping dynamics and rotor loads in maneuvers. The employed approach is based on a utilization of parameter identification methodology (PID) with application to helicopters. A better understanding of the contribution of the main rotor to the overall aircraft forces and moments is also to be obtained. Attention is given to the mathematical model of a rotorcraft system, an integrated identification method, flight data processing, and the identification of RSRA mathematical models.

  7. 14 CFR 25.533 - Hull and main float bottom pressures.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.533 Hull and main... figure 2 of appendix B; V S 1=seaplane stalling speed (Knots) at the design water takeoff weight with... design water takeoff weight with flaps extended in the appropriate takeoff position; and β=angle of dead...

  8. 14 CFR 25.533 - Hull and main float bottom pressures.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.533 Hull and main... figure 2 of appendix B; V S 1=seaplane stalling speed (Knots) at the design water takeoff weight with... design water takeoff weight with flaps extended in the appropriate takeoff position; and β=angle of dead...

  9. Multidisciplinary Computational Aerodynamics

    DTIC Science & Technology

    2013-10-01

    flat plate. These wings exhibit large aspect ratio and a highly corrugated structure. Several wind tunnel studies have shown possible advantages...Advances in Turbines Aero-thermo-mechanical Design and Analysis”, IGT Institute, Vancouver, June 2011 Rizzetta: Invited Seminar, University of...pressure turbines for high- altitude aircraft, distributed-roughness transition, flapping wing aerodynamics and laser turrets. Flow Structure and Unsteady

  10. Design and Testing of a Morphing Wing for an Experimental UAV

    DTIC Science & Technology

    2007-11-01

    line through the use of conformal flaps [6]. Variable cant angle winglets [7] and variable span wing [8] research has also been made. RTO-MP-AVT...A.Gatto and M.I. Friswell, “The Application of Variable Cant Angle Winglets for Morphing Aircraft Control”, University of Bristol, AIAA2006-3660, 2006

  11. Elastomeric Structural Attachment Concepts for Aircraft Flap Noise Reduction - Challenges and Approaches to Hyperelastic Structural Modeling and Analysis

    NASA Technical Reports Server (NTRS)

    Sreekantamurthy, Thammaiah; Turner, Travis L.; Moore, James B.; Su, Ji

    2014-01-01

    Airframe noise is a significant part of the overall noise of transport aircraft during the approach and landing phases of flight. Airframe noise reduction is currently emphasized under the Environmentally Responsible Aviation (ERA) and Fixed Wing (FW) Project goals of NASA. A promising concept for trailing-edge-flap noise reduction is a flexible structural element or link that connects the side edges of the deployable flap to the adjacent main-wing structure. The proposed solution is distinguished by minimization of the span-wise extent of the structural link, thereby minimizing the aerodynamic load on the link structure at the expense of increased deformation requirement. Development of such a flexible structural link necessitated application of hyperelastic materials, atypical structural configurations and novel interface hardware. The resulting highly-deformable structural concept was termed the FLEXible Side Edge Link (FLEXSEL) concept. Prediction of atypical elastomeric deformation responses from detailed structural analysis was essential for evaluating feasible concepts that met the design constraints. The focus of this paper is to describe the many challenges encountered with hyperelastic finite element modeling and the nonlinear structural analysis of evolving FLEXSEL concepts. Detailed herein is the nonlinear analysis of FLEXSEL concepts that emerged during the project which include solid-section, foamcore, hollow, extended-span and pre-stressed concepts. Coupon-level analysis performed on elastomeric interface joints, which form a part of the FLEXSEL topology development, are also presented.

  12. Technologies for Aircraft Noise Reduction

    NASA Technical Reports Server (NTRS)

    Huff, Dennis L.

    2006-01-01

    Technologies for aircraft noise reduction have been developed by NASA over the past 15 years through the Advanced Subsonic Technology (AST) Noise Reduction Program and the Quiet Aircraft Technology (QAT) project. This presentation summarizes highlights from these programs and anticipated noise reduction benefits for communities surrounding airports. Historical progress in noise reduction and technologies available for future aircraft/engine development are identified. Technologies address aircraft/engine components including fans, exhaust nozzles, landing gear, and flap systems. New "chevron" nozzles have been developed and implemented on several aircraft in production today that provide significant jet noise reduction. New engines using Ultra-High Bypass (UHB) ratios are projected to provide about 10 EPNdB (Effective Perceived Noise Level in decibels) engine noise reduction relative to the average fleet that was flying in 1997. Audio files are embedded in the presentation that estimate the sound levels for a 35,000 pound thrust engine for takeoff and approach power conditions. The predictions are based on actual model scale data that was obtained by NASA. Finally, conceptual pictures are shown that look toward future aircraft/propulsion systems that might be used to obtain further noise reduction.

  13. Wing high-lift system with spoiler droop

    NASA Astrophysics Data System (ADS)

    Gubsky, Vitaly; Pavlenko, Olga; Petrov, Albert

    2018-05-01

    Take-off and landing regimes are becoming increasingly difficult due to the increased aircraft mass and speed and the toughening of air safety demands. The capabilities of conventional single-slotted or multi-slotted flaps are limited. This problem can be resolved by the deflection or bending of the tail section, which forms a potential flow that results in an increase in the lift component at high angles of attack. Different versions of the flap on a two-part high-lift device with a spoiler are examined. Calculations show that the application of an adaptive high-lift system with spoiler droop to an aircraft increases the lift coefficient by as much as 15%. Aircraft model experiments indicated that a δs = 5° deflection of the trailing edge increases the lift coefficient by 11% - 13%. Setting the propeller load coefficient to B = 1 (thrust/velocity factor propeller area) under take-off δf = 20° and landing δf = 35° configurations increases the efficiency of a lift coefficient by 25% and 36%, respectively. The application of spoiler droop and leading edge modifications of the wing expands the operational range of angles of attack and increases the lift coefficient by 10% at a small intensity (B = 0.5). It is concluded that the application of spoiler droop to high-lift system allows improvement of the wing properties under take-off and landing regimes of various types.

  14. 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.

  15. Aircraft wing weight build-up methodology with modification for materials and construction techniques

    NASA Technical Reports Server (NTRS)

    York, P.; Labell, R. W.

    1980-01-01

    An aircraft wing weight estimating method based on a component buildup technique is described. A simplified analytically derived beam model, modified by a regression analysis, is used to estimate the wing box weight, utilizing a data base of 50 actual airplane wing weights. Factors representing materials and methods of construction were derived and incorporated into the basic wing box equations. Weight penalties to the wing box for fuel, engines, landing gear, stores and fold or pivot are also included. Methods for estimating the weight of additional items (secondary structure, control surfaces) have the option of using details available at the design stage (i.e., wing box area, flap area) or default values based on actual aircraft from the data base.

  16. Optimality study of a gust alleviation system for light wing-loading STOL aircraft

    NASA Technical Reports Server (NTRS)

    Komoda, M.

    1976-01-01

    An analytical study was made of an optimal gust alleviation system that employs a vertical gust sensor mounted forward of an aircraft's center of gravity. Frequency domain optimization techniques were employed to synthesize the optimal filters that process the corrective signals to the flaps and elevator actuators. Special attention was given to evaluating the effectiveness of lead time, that is, the time by which relative wind sensor information should lead the actual encounter of the gust. The resulting filter is expressed as an implicit function of the prescribed control cost. A numerical example for a light wing loading STOL aircraft is included in which the optimal trade-off between performance and control cost is systematically studied.

  17. The performance evaluation of a jet flap on an advanced supersonic harrier

    NASA Technical Reports Server (NTRS)

    Lipera, L. D.; Sandlin, D. R.

    1984-01-01

    The performance concept of a supersonic vertical and short takeoff and landing (V/STOL) fighter, model 279-3, modified to utilize a jet flap was evaluated. Replacing the rear nozzles of the 279-3 with the jet flap favorably alters the pressure distribution over the airfoil and dramatically increases lift. The result is a significant decrease in takeoff distance, an increase in payload, and an improvement in combat performance. To investigate the benefit in increased payload, the 279-3 and the jet flapped 279-3JF were modeled on the NASA Aircraft Synthesis (ACSYNT) computer code and flown on a 250 feet takeoff distance interdiction mission. The increase in payload weight that the 279-3JF could carry was converted into fuel in one case, and in another, converted to bomb load. When the fuel was increased, the 279-3JF penetrated into enemy territory almost four times the distance of 279-3, and therefore increased mission capability. When the bomb load was increased, the 279-3JF carried 14 bombs the same distance the 279-3 carried four. The increase in mission performance and improvements in turning rates was realized with only a small penalty in increased empty weight.

  18. 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.

  19. Reynolds-Averaged Navier-Stokes Simulations of Two Partial-Span Flap Wing Experiments

    NASA Technical Reports Server (NTRS)

    Takalluk, M. A.; Laflin, Kelly R.

    1998-01-01

    Structured Reynolds Averaged Navier-Stokes simulations of two partial-span flap wing experiments were performed. The high-lift aerodynamic and aeroacoustic wind-tunnel experiments were conducted at both the NASA Ames 7-by 10-Foot Wind Tunnel and at the NASA Langley Quiet Flow Facility. The purpose of these tests was to accurately document the acoustic and aerodynamic characteristics associated with the principle airframe noise sources, including flap side-edge noise. Specific measurements were taken that can be used to validate analytic and computational models of the noise sources and associated aerodynamic for configurations and conditions approximating flight for transport aircraft. The numerical results are used to both calibrate a widely used CFD code, CFL3D, and to obtain details of flap side-edge flow features not discernible from experimental observations. Both experimental set-ups were numerically modeled by using multiple block structured grids. Various turbulence models, grid block-interface interaction methods and grid topologies were implemented. Numerical results of both simulations are in excellent agreement with experimental measurements and flow visualization observations. The flow field in the flap-edge region was adequately resolved to discern some crucial information about the flow physics and to substantiate the merger of the two vortical structures. As a result of these investigations, airframe noise modelers have proposed various simplified models which use the results obtained from the steady-state computations as input.

  20. Quiet Clean Short-haul Experimental Engine (QCSEE)

    NASA Technical Reports Server (NTRS)

    Willis, W. S.

    1979-01-01

    The design, fabrication, and testing of two experimental propulsion systems for powered lift transport aircraft are given. The under the wing (UTW) engine was intended for installation in an externally blown flap configuration and the over the wing (OTW) engine for use in an upper surface blowing aircraft. The UTW engine included variable pitch composite fan blades, main reduction gear, composite fan frame and nacelle, and a digital control system. The OTW engine included a fixed pitch fan, composite fan frame, boilerplate nacelle, and a full authority digital control. Many acoustic, pollution, performance, and weight goals were demonstrated.

  1. Investigation of the Relationship of Vortex-Generated Sound and Airframe Noise

    NASA Technical Reports Server (NTRS)

    Smith, Sonya T.

    1998-01-01

    Airframe noise contributes the most to the environmental contamination from airports during take-off and landing. Two sources of noise are from the vortex-system associated with the slat and flap of multi-element wing designs. The flap-side edge vortex experiences bursting, known as vortex breakdown, at a critical deflection angle and experimental results show that this event may be one source of increased noise levels. Understanding of the edge roll-up phenomenon has increased but further focused studies on the role of the growth and bursting of the vortex structure are needed. The goal of the research is to plan a research program that will contribute to the understanding of the fluid physics of vortex breakdown and its relationship to noise production. The success of this program will lead to a priori predictions of when vortex breakdown will occur on the flap side-edge and accurate calculations of its effect on the noise level experienced by an observer near the aircraft during take-off and landing.

  2. 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.

  3. 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

  4. US and USSR Military Aircraft and Missile Aerodynamics 1970-1980. A selected, annotated bibliography, volume 1

    NASA Technical Reports Server (NTRS)

    Tuttle, M. H.; Maddalon, D. V.

    1981-01-01

    The purpose of this selected bibliography (281 citations) is to list available, unclassified, unlimited publications which provide aerodynamic data on major aircraft and missiles currently used by the military forces of the United States of America and the Union of Soviet Socialist Republics. Technical disciplines surveyed include aerodynamic performance, static and dynamic stability, stall-spin, flutter, buffet, inlets nozzles, flap performance, and flying qualities. Concentration is on specific aircraft including fighters, bombers, helicopters, missiles, and some work on transports, which are or could be used for military purposes. The bibliography is limited to material published from 1970 to 1980. The publications herein illustrate many of the types of aerodynamic data obtained in the course of aircraft development programs and may therefore provide some guidance in identifying problems to be expected in the conduct of such work. As such, this information may be useful in planning future research programs.

  5. Longitudinal handling qualities during approach and landing of a powered lift STOL aircraft

    NASA Technical Reports Server (NTRS)

    Franklin, J. A.; Innis, R. C.

    1972-01-01

    Longitudinal handling qualities evaluations were conducted on the Ames Research Center Flight Simulator for Advanced Aircraft (FSAA) for the approach and landing tasks of a powered lift STOL research aircraft. The test vehicle was a C-8A aircraft modified with a new wing incorporating internal blowing over an augmentor flap. The investigation included: (1) use of various flight path and airspeed control techniques for the basic vehicle; (2) assessment of stability and command augmentation schemes for pitch attitude and airspeed control; (3) determination of the influence of longitudinal and vertical force coupling for the power control; (4) determination of the influence of pitch axis coupling with the thrust vector control; and (5) evaluations of the contribution of stability and command augmentation to recovery from a single engine failure. Results are presented in the form of pilot ratings and commentary substantiated by landing approach time histories.

  6. XC-142 Tilt Wing; 0.6 Scale Model in the 40x80 Foot Wind Tunnel at NASA Ames Research Center.

    NASA Image and Video Library

    1964-01-22

    3/4 front right side only with Tim Wills on right and Charles Greco, mechanic. Large flaps on Variable height struts. XC-142 was a tri-service tiltwing experimental aircraft designed to investigate the operational suitability of vertical/short takeoff and landing (V/STOL) transports.

  7. Lift enhancing tabs for airfoils

    NASA Technical Reports Server (NTRS)

    Ross, James C. (Inventor)

    1994-01-01

    A tab deployable from the trailing edge of a main airfoil element forces flow onto a following airfoil element, such as a flap, to keep the flow attached and thus enhance lift. For aircraft wings with high lift systems that include leading edge slats, the slats may also be provided with tabs to turn the flow onto the following main element.

  8. PLOT3D Export Tool for Tecplot

    NASA Technical Reports Server (NTRS)

    Alter, Stephen

    2010-01-01

    The PLOT3D export tool for Tecplot solves the problem of modified data being impossible to output for use by another computational science solver. The PLOT3D Exporter add-on enables the use of the most commonly available visualization tools to engineers for output of a standard format. The exportation of PLOT3D data from Tecplot has far reaching effects because it allows for grid and solution manipulation within a graphical user interface (GUI) that is easily customized with macro language-based and user-developed GUIs. The add-on also enables the use of Tecplot as an interpolation tool for solution conversion between different grids of different types. This one add-on enhances the functionality of Tecplot so significantly, it offers the ability to incorporate Tecplot into a general suite of tools for computational science applications as a 3D graphics engine for visualization of all data. Within the PLOT3D Export Add-on are several functions that enhance the operations and effectiveness of the add-on. Unlike Tecplot output functions, the PLOT3D Export Add-on enables the use of the zone selection dialog in Tecplot to choose which zones are to be written by offering three distinct options - output of active, inactive, or all zones (grid blocks). As the user modifies the zones to output with the zone selection dialog, the zones to be written are similarly updated. This enables the use of Tecplot to create multiple configurations of a geometry being analyzed. For example, if an aircraft is loaded with multiple deflections of flaps, by activating and deactivating different zones for a specific flap setting, new specific configurations of that aircraft can be easily generated by only writing out specific zones. Thus, if ten flap settings are loaded into Tecplot, the PLOT3D Export software can output ten different configurations, one for each flap setting.

  9. Aeroelastic stability analysis of a large civil aircraft equipped with morphing winglets and adaptive flap tabs

    NASA Astrophysics Data System (ADS)

    Pecora, R.; Amoroso, F.; Noviello, M. C.; Dimino, I.; Concilio, A.

    2018-03-01

    The in-flight control of the wing shape is widely considered as one of the most promising solutions to enhance the aerodynamic efficiency of the aircraft thus minimizing the fuel burnt per mission ([1]-[26]). In force of the fallout that the implementation of such a technology might have on the greening of the next generation air transport, ever increasing efforts are spent worldwide to investigate on robust solutions actually compliant with industrial standards and applicable airworthiness requirements. In the framework of the CleanSky2, a research program in aeronautics among the largest ever founded by the European Union, the authors focused on the design and validation of two devices enabling the camber-morphing of winglets and flaps specifically tailored for EASA CS-25 category aircraft ([29]). The shape transition was obtained through smart architectures based on segmented (finger-like) ribs with embedded electromechanical actuators. The combined actions of the two smart systems was conceived to modulate the load distribution along the wing while keeping it optimal at all flight conditions with unequalled benefits in terms of lift-over-drag ratio increase and root bending moment alleviation. Although characterized by a quasi-static actuation, and not used as primary control surfaces, the devices were deeply analysed with reference to their impact on aircraft aeroelastic stability. Rational approaches were adopted to duly capture their dynamics through a relevant number of elastic modes; aeroelastic coupling mechanisms were identified in nominal operative conditions as well as in case of systems' malfunctioning or failure. Trade off flutter and divergence analyses were finally carried out to assess the robustness of the adopted solutions in terms of movable parts layout, massbalancing and actuators damping.

  10. Enhancement of roll maneuverability using post-reversal design

    NASA Astrophysics Data System (ADS)

    Li, Wei-En

    This dissertation consists of three main parts. The first part is to discuss aileron reversal problem for a typical section with linear aerodynamic and structural analysis. The result gives some insight and ideas for this aeroelastic problem. Although the aileron in its post-reversal state will work the opposite of its design, this type of phenomenon as a design root should not be ruled out on these grounds alone, as current active flight-control systems can compensate for this. Moreover, one can get considerably more (negative) lift for positive flap angle in this unusual regime than positive lift for positive flap angle in the more conventional setting. This may have important implications for development of highly maneuverable aircraft. The second part is to involve the nonlinear aerodynamic and structural analyses into the aileron reversal problem. Two models, a uniform cantilevered lifting surface and a rolling aircraft with rectangular wings, are investigated here. Both models have trailing-edge control surfaces attached to the main wings. A configuration that reverses at a relatively low dynamic pressure and flies with the enhanced controls at a higher level of effectiveness is demonstrated. To evaluate how reliable for the data from XFOIL, the data for the wing-aileron system from advanced CFD codes and experiment are used to compare with that from XFOIL. To enhance rolling maneuverability for an aircraft, the third part is to search for the optimal configuration during the post-reversal regime from a design point of view. Aspect ratio, hinge location, airfoil dimension, inner structure of wing section, composite skin, aeroelastic tailoring, and airfoil selection are investigated for cantilevered wing and rolling aircraft models, respectively. Based on these parametric structural designs as well as the aerodynamic characteristics of different airfoils, recommendations are given to expand AAW flight program.

  11. Full scale visualization of the wing tip vortices generated by a typical agricultural aircraft

    NASA Technical Reports Server (NTRS)

    Cross, E. J., Jr.; Bridges, P.; Brownlee, J. A.; Liningston, W. W.

    1980-01-01

    The trajectories of the wing tip vortices of a typical agricultural aircraft were experimentally determined by flight test. A flow visualization method, similar to the vapor screen method used in wind tunnels, was used to obtain trajectory data for a range of flight speeds, airplane configurations, and wing loadings. Detailed measurements of the spanwise surface pressure distribution were made for all test points. Further, a powered 1/8 scale model of the aircraft was designed, built, and used to obtain tip vortex trajectory data under conditions similar to that of the full-scale test. The effects of light wind on the vortices were demonstrated, and the interaction of the flap vortex and the tip vortex was clearly shown in photographs and plotted trajectory data.

  12. Computer program to predict aircraft noise levels

    NASA Technical Reports Server (NTRS)

    Clark, B. J.

    1981-01-01

    Methods developed at the NASA Lewis Research Center for predicting the noise contributions from various aircraft noise sources were programmed to predict aircraft noise levels either in flight or in ground tests. The noise sources include fan inlet and exhaust, jet, flap (for powered lift), core (combustor), turbine, and airframe. Noise propagation corrections are available for atmospheric attenuation, ground reflections, extra ground attenuation, and shielding. Outputs can include spectra, overall sound pressure level, perceived noise level, tone-weighted perceived noise level, and effective perceived noise level at locations specified by the user. Footprint contour coordinates and approximate footprint areas can also be calculated. Inputs and outputs can be in either System International or U.S. customary units. The subroutines for each noise source and propagation correction are described. A complete listing is given.

  13. Real-Time Adaptive Least-Squares Drag Minimization for Performance Adaptive Aeroelastic Wing

    NASA Technical Reports Server (NTRS)

    Ferrier, Yvonne L.; Nguyen, Nhan T.; Ting, Eric

    2016-01-01

    This paper contains a simulation study of a real-time adaptive least-squares drag minimization algorithm for an aeroelastic model of a flexible wing aircraft. The aircraft model is based on the NASA Generic Transport Model (GTM). The wing structures incorporate a novel aerodynamic control surface known as the Variable Camber Continuous Trailing Edge Flap (VCCTEF). The drag minimization algorithm uses the Newton-Raphson method to find the optimal VCCTEF deflections for minimum drag in the context of an altitude-hold flight control mode at cruise conditions. The aerodynamic coefficient parameters used in this optimization method are identified in real-time using Recursive Least Squares (RLS). The results demonstrate the potential of the VCCTEF to improve aerodynamic efficiency for drag minimization for transport aircraft.

  14. Airframe noise of the DC-9

    NASA Technical Reports Server (NTRS)

    Bauer, A. B.; Munson, A. G.

    1977-01-01

    Airframe noise measurements are reported for the DC-9-31 aircraft flown at several speeds and with a number of flap, landing gear, and slat extension configurations. The data are corrected for atmospheric attenuation and spherical divergence, and are presented for an overhead position normalized to a 1-meter height. The sound pressure levels are found to vary approximately as the fifth power of flight velocity. Both lift and drag dipoles exist as a significant part of the airframe noise. The data are compared with airframe noise predictions using the drag element and the data analysis methods. Although some of the predictions are very good, further work is needed to refine these methods, particularly for the gear-down and flaps-down configurations.

  15. 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.

  16. Aero-Mechanical Design Methodology for Subsonic Civil Transport High-Lift Systems

    NASA Technical Reports Server (NTRS)

    vanDam, C. P.; Shaw, S. G.; VanderKam, J. C.; Brodeur, R. R.; Rudolph, P. K. C.; Kinney, D.

    2000-01-01

    In today's highly competitive and economically driven commercial aviation market, the trend is to make aircraft systems simpler and to shorten their design cycle which reduces recurring, non-recurring and operating costs. One such system is the high-lift system. A methodology has been developed which merges aerodynamic data with kinematic analysis of the trailing-edge flap mechanism with minimum mechanism definition required. This methodology provides quick and accurate aerodynamic performance prediction for a given flap deployment mechanism early on in the high-lift system preliminary design stage. Sample analysis results for four different deployment mechanisms are presented as well as descriptions of the aerodynamic and mechanism data required for evaluation. Extensions to interactive design capabilities are also discussed.

  17. The NASA digital VGH program: Exploration of methods and final results. Volume 2: L 1011 data 1978-1979: 1619 hours

    NASA Technical Reports Server (NTRS)

    Crabill, Norman L.

    1989-01-01

    Data obtained from the digital flight data recorder system of a L 1011 aircraft in 914 flights and 1619 hours of airline revenue operations are presented. Data on conditions with flap deployment and autopilot use are given. In addition, acceleration statistics are presented from 23 hours on nonrevenue flights.

  18. Recent developments in ejector technology in the Air Force: An overview

    NASA Technical Reports Server (NTRS)

    Nagaraja, K. S.

    1979-01-01

    Basic and applied studies in thrust augmentation conducted at the Aerospace Research Laboratory at Wright-Patterson AFB which led to an effective configuration of the jet flap diffuser ejector, are reviewed. A method for compressible ejector flow analysis, developed in support of the preliminary design of an ejector thrust aircraft, is discussed and applied to single- and two-stage ejectors.

  19. Uncertainty management for aerial vehicles: Coordination, deconfliction, and disturbance rejection

    NASA Astrophysics Data System (ADS)

    Panyakeow, Prachya

    The presented dissertation aims to develop control algorithms that deal with three types of uncertainties managements. First, we examine the situation when unmanned aerial vehicles (UAVs) fly through uncertain environments that contain both stationary and moving obstacles. Moreover, a guarantee of collision avoidance is necessary when UAVs operate in close proximity of each other. Second, we look at the communication uncertainty among the network of cooperative UAVs and the efforts to establish and maintain the connectivity throughout their entire missions. Third, we explore the scenario when the aircraft flies through wind gust. The introduction of an appropriate control scheme to actively alleviate the gust loads can result into weight reduction and consequently lower the fuel cost. In the first part of this dissertation, we develop a deconfliction algorithm that guarantees collision avoidance between a pair of constant speed unicycle-type UAVs as well as convergence to the desired destination for each UAV in presence of static obstacles. We use a combination of navigation and swirling functions to direct the unicycle vehicles along the planned trajectories while avoiding inter-vehicle collisions. The main feature of our contribution is proposing means of designing a deconfliction algorithm for unicycle vehicles that more closely capture the dynamics of constant speed UAVs as opposed to double integrator models. Specifically, we consider the issue of UAV turn-rate constraints and proceed to explore the selection of key algorithmic parameters in order to minimize undesirable trajectories and overshoots induced by the avoidance algorithm. The avoidance and convergence analysis of the proposed algorithm is then performed for two cooperative UAVs and simulation results are provided to support the viability of the proposed framework for more general mission scenarios. For the uncertainty of the UAV network, we provides two approaches to establish connectivity among a collection of UAVs that are initially scattered in space. The goal is to find shortest trajectories that bring the UAVs to a connected formation where they are in the range of detection of one another and headed in the same direction to maintain the connectivity. Pontryagin Minimum Principle (PMP) is utilized to determine the control law and path synthesis for the UAVs under the turn-rate constraints. We introduce an algorithm to search for the optimal solution when the final network topology is specified; followed by a nonlinear programming method in which the final configuration is emerged from the optimization routine under the constraints that the final topology is connected. Each method has its own advantages based on the size of corporative networks. For the uncertainty due to gust turbulence, we choose a model predictive control (MPC) technique to address gust load alleviation (GLA) for a flexible aircraft. MPC is a discrete method based on repeated online optimization that allows direct consideration of control actuator constraints into the feedback computation. Gust alleviation systems are dependent on how the structural flexibility of the aircraft affects its dynamics. Hence, we develop a six-degree-of-freedom flexible aircraft model that can integrate rigid body dynamic with structural deflection. The structural stick-and-beam model is utilized for the calculation of aeroelastic mode shapes and airframe loads. Another important feature of MPC for GLA design is the ability to include the preview of gust information ahead of the aircraft nose into the prediction process. This helps raising the prediction accuracy and consequently improves the load alleviation performance. Finally, the aircraft is modified by the addition of the flap-array, a composition of small trailing edge flaps throughout the entire span of the wings. These flaps are used in conjunction with the distributed spoilers. With the availability of the control surfaces closer to the wing root, the MPC with flap-array can reduce the wing bending moment from different mode shapes and achieve better load alleviation performance than the original aircraft.

  20. Jet Flap Stator Blade Test in the High Reaction Turbine Blade Cascade Tunnel

    NASA Image and Video Library

    1970-03-21

    A researcher examines the setup of a jet flap blade in the High Reaction Turbine Blade Cascade Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis researchers were seeking ways to increase turbine blade loading on aircraft engines in an effort to reduce the overall size and weight of engines. The ability of each blade to handle higher loads meant that fewer stages and fewer blades were required. This study analyzed the performance of a turbine blade using a jet flap and high loading. A jet of air was injected into the main stream from the pressure surface near the trailing edge. The jet formed an aerodynamic flap which deflected the flow and changed the circulation around the blade and thus increased the blade loading. The air jet also reduced boundary layer thickness. The jet-flap blade design was appealing because the cooling air may also be used for the jet. The performance was studied in a two-dimensional cascade including six blades. The researcher is checking the jet flat cascade with an exit survey probe. The probe measured the differential pressure that was proportional to the flow angle. The blades were tested over a range of velocity ratios and three jet flow conditions. Increased jet flow improved the turning and decreased both the weight flow and the blade loading. However, high blade loadings were obtained at all jet flow conditions.

  1. Influencing the aerodynamics of the ACFA2020 aircraft with flap and trailing edge device oscillations

    NASA Astrophysics Data System (ADS)

    Meyer, M.; Breitsamter, Ch.

    2013-12-01

    The influence of an oscillating aileron and trailing edge device on the unsteady aerodynamics of a blended wing body (BWB) aircraft configuration with high-fidelity time-accurate Euler simulations has been investigated. Steady results show an unequally-distributed lift distribution in spanwise direction with a particularly severe shock at cruise conditions on the outboard wing. Unsteady oscillations of the outboardlocated aileron are able to influence the local and global aerodynamics. The oscillation of the trailing edge device designed to be at trailing edge of the aileron does not show any great effect on neither local nor global aerodynamics.

  2. A design support simulation of the augmentor wing jet STOL research aircraft

    NASA Technical Reports Server (NTRS)

    Rumsey, P. C.; Spitzer, R. E.; Glende, W. L. B.

    1972-01-01

    The modification of a C-8A (De Havilland Buffalo) aircraft to a STOL configuration is discussed. The modification consisted of the installation of an augmentor-wing jet flap system. System design requirements were investigated for the lateral and directional flight control systems, the lateral and directional axes stability augmentation systems, the engine and Pegasus nozzle control systems, and the hydraulic systems. Operational techniques for STOL landings, control of engine failures, and pilot techniques for improving engine-out go-around performance were examined. Design changes have been identified to correct deficiencies in areas of the airplane control sytems and to improve the airplane flying qualities.

  3. Overview of Fundamental High-Lift Research for Transport Aircraft at NASA

    NASA Technical Reports Server (NTRS)

    Leavitt, L. D.; Washburn, A. E.; Wahls, R. A.

    2007-01-01

    NASA has had a long history in fundamental and applied high lift research. Current programs provide a focus on the validation of technologies and tools that will enable extremely short take off and landing coupled with efficient cruise performance, simple flaps with flow control for improved effectiveness, circulation control wing concepts, some exploration into new aircraft concepts, and partnership with Air Force Research Lab in mobility. Transport high-lift development testing will shift more toward mid and high Rn facilities at least until the question: "How much Rn is required" is answered. This viewgraph presentation provides an overview of High-Lift research at NASA.

  4. Quiet Clean Short-haul Experimental Engine (QCSEE). Composite fan frame subsystem test report

    NASA Technical Reports Server (NTRS)

    Stotler, C. L., Jr.; Bowden, J. H.

    1977-01-01

    The element and subcomponent testing conducted to verify the composite fan frame design of two experimental high bypass geared turbofan engines and propulsion systems for short haul passenger aircraft is described. Emphasis is placed on the propulsion technology required for future externally blown flap aircraft with engines located both under the wing and over the wing, including technology in composite structures and digital engine controls. The element tests confirmed that the processes used in the frame design would produce the predicted mechanical properties. The subcomponent tests verified that the detail structural components of the frame had adequate structural integrity.

  5. 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.

  6. Refined AFC-Enabled High-Lift System Integration Study

    NASA Technical Reports Server (NTRS)

    Hartwich, Peter M.; Shmilovich, Arvin; Lacy, Douglas S.; Dickey, Eric D.; Scalafani, Anthony J.; Sundaram, P.; Yadlin, Yoram

    2016-01-01

    A prior trade study established the effectiveness of using Active Flow Control (AFC) for reducing the mechanical complexities associated with a modern high-lift system without sacrificing aerodynamic performance at low-speed flight conditions representative of takeoff and landing. The current technical report expands on this prior work in two ways: (1) a refined conventional high-lift system based on the NASA Common Research Model (CRM) is presented that is more representative of modern commercial transport aircraft in terms of stall characteristics and maximum Lift/Drag (L/D) ratios at takeoff and landing-approach flight conditions; and (2) the design trade space for AFC-enabled high-lift systems is expanded to explore a wider range of options for improving their efficiency. The refined conventional high-lift CRM (HL-CRM) concept features leading edge slats and slotted trailing edge flaps with Fowler motion. For the current AFC-enhanced high lift system trade study, the refined conventional high-lift system is simplified by substituting simply-hinged trailing edge flaps for the slotted single-element flaps with Fowler motion. The high-lift performance of these two high-lift CRM variants is established using Computational Fluid Dynamics (CFD) solutions to the Reynolds-Averaged Navier-Stokes (RANS) equations. These CFD assessments identify the high-lift performance that needs to be recovered through AFC to have the CRM variant with the lighter and mechanically simpler high-lift system match the performance of the conventional high-lift system. In parallel to the conventional high-lift concept development, parametric studies using CFD guided the development of an effective and efficient AFC-enabled simplified high-lift system. This included parametric trailing edge flap geometry studies addressing the effects of flap chord length and flap deflection. As for the AFC implementation, scaling effects (i.e., wind-tunnel versus full-scale flight conditions) are addressed, as are AFC architecture aspects such as AFC unit placement, number AFC units, operating pressures, mass flow rates, and steady versus unsteady AFC applications. These efforts led to the development of a novel traversing AFC actuation concept which is efficient in that it reduces the AFC mass flow requirements by as much as an order of magnitude compared to previous AFC technologies, and it is predicted to be effective in driving the aerodynamic performance of a mechanical simplified high-lift system close to that of the reference conventional high-lift system. Conceptual system integration studies were conducted for the AFC-enhanced high-lift concept applied to a NASA Environmentally Responsible Aircraft (ERA) reference configuration, the so-called ERA-0003 concept. The results from these design integration assessments identify overall system performance improvement opportunities over conventional high-lift systems that suggest the viability of further technology maturation efforts for AFC-enabled high lift flap systems. To that end, technical challenges are identified associated with the application of AFC-enabled high-lift systems to modern transonic commercial transports for future technology maturation efforts.

  7. Preliminary control law and hardware designs for a ride quality augmentation system for commuter aircraft. Phase 2

    NASA Technical Reports Server (NTRS)

    Davis, D. J.; Linse, D. J.; Suikat, R.; Entz, D. P.

    1986-01-01

    The continued investigation of the design of Ride Quality Augmentation Systems (RQAS) for commuter aircraft is described. The purpose of these RQAS is the reduction of the vertical and lateral acceleration response of the aircraft due to atmospheric turbulence by the application of active control. The current investigations include the refinement of the sample data feedback control laws based on the control-rate-weighting and output-weighting optimal control design techniqes. These control designs were evaluated using aircraft time simulations driven by Dryden spectra turbulence. Fixed gain controllers were tested throughout the aircrft operating envelope. The preliminary design of the hardware modifications necessary to implement and test the RQAS on a commuter aircraft is included. These include a separate surface elevator and the flap modifications to provide both direct lift and roll control. A preliminary failure mode investigation was made for the proposed configuration. The results indicate that vertical acceleration reductions of 45% and lateral reductions of more than 50% are possible. A fixed gain controller appears to be feasible with only minor response degradation.

  8. NACA Conference on Some Problems of Aircraft Operation Held at Lewis Flight Propulsion Lab., Cleveland, Ohio on October 9-10, 1950

    DTIC Science & Technology

    1950-10-10

    1947. 91 20. Salmi, Reino , J.: Effects of Leading-Edge Devices and Trailing- F,4,e Flaps on Longitudinal Characteristics of Two 47.70 Swept- back...in a similar manner, but the entire handling qualities specifications -re too numerous to allow dio - cussion in this paper. In order to illust-,ate the

  9. Vector thrust induced lift effects for several ejector exhaust locations on a V/STOL wind tunnel model at forward speed

    NASA Technical Reports Server (NTRS)

    Sharon, A. D.

    1975-01-01

    The results and analysis of aerodynamic force data obtained from a small scale model of a V/STOL research vehicle in a low speed wind tunnel are presented. The analysis of the data includes the evaluation of aerodynamic-propulsive lift performance when operating twin ejector nozzles with thrust deflected. Three different types of thrust deflector systems were examined: 90 deg downward deflected nozzle, 90 deg slotted nozzle with boundary layer control, and an externally blown flap configuration. Several nozzle locations were tested, including over and underwing positions. The interference lift of the nacelle and model due to jet exhaust thrust is compared and results show that 90 deg turned nozzles located over the wing (near the trailing edge) produce the largest interference lift increment for an untrimmed aircraft, and that the slotted nozzle located under the wing near the trailing edge (in conjunction with a BLC flap) gives a comparable interference lift in the trimmed condition. The externally blown flap nozzle produced the least interference lift and significantly less total lift due to jet thrust effects.

  10. 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.

  11. Improvement of maneuver aerodynamics by spanwise blowing

    NASA Technical Reports Server (NTRS)

    Erickson, G. E.; Campbell, J. F.

    1977-01-01

    Spanwise blowing was used to test a generalized wind-tunnel model to investigate component concepts in order to provide improved maneuver characteristics for advanced fighter aircraft. Primary emphasis was placed on performance, stability, and control at high angles of attack and subsonic speeds. Test data were obtained in the Langley high speed 7 by 10 foot tunnel at free stream Mach numbers up to 0.50 for a range of model angles of attack, jet momentum coefficients, and leading and trailing edge flap deflection angles. Spanwise blowing on a 44 deg swept trapezoidal wing resulted in leading edge vortex enhancement with subsequent large vortex induced lift increments and drag polar improvements at the higher angles of attack. Small deflections of a leading edge flap delayed these lift and drag benefits to higher angles of attack. In addition, blowing was more effective at higher Mach numbers. Spanwise blowing in conjunction with a deflected trailing edge flap resulted in lift and drag benefits that exceeded the summation of the effects of each high lift device acting alone. Asymmetric blowing was an effective lateral control device at the higher angles of attack.

  12. Effect of sweep and aspect ratio on the longitudinal aerodynamics of a spanloader wing in and out of ground effect. [wind tunnel tests

    NASA Technical Reports Server (NTRS)

    Kjelgaard, S. O.; Paulson, J. W., Jr.

    1981-01-01

    A wind tunnel investigation was conducted in the Langley 4 by 7 meter tunnel to determine the effects of leading edge sweep, aspect ratio, flap deflection, and elevon deflection on the longitudinal aerodynamic characteristics of a span distributed load advanced cargo aircraft (spanloader). Model configurations consisted of leading edge sweeps of 0, 15, 30 and 45 deg and aspect ratios of approximately 2, 4, 6, and 8. Data were obtained for angles of attack of -8 to 18 deg out of ground effect and at angles of attack of -2, 0, and 2 deg in ground effect at Mach number equal 0.14. Flap and elevon deflections ranged from -20 to 20 deg. The data are represented in tabulated form.

  13. Aerodynamic Modeling of Transonic Aircraft Using Vortex Lattice Coupled with Transonic Small Disturbance for Conceptual Design

    NASA Technical Reports Server (NTRS)

    Chaparro, Daniel; Fujiwara, Gustavo E. C.; Ting, Eric; Nguyen, Nhan

    2016-01-01

    The need to rapidly scan large design spaces during conceptual design calls for computationally inexpensive tools such as the vortex lattice method (VLM). Although some VLM tools, such as Vorview have been extended to model fully-supersonic flow, VLM solutions are typically limited to inviscid, subcritical flow regimes. Many transport aircraft operate at transonic speeds, which limits the applicability of VLM for such applications. This paper presents a novel approach to correct three-dimensional VLM through coupling of two-dimensional transonic small disturbance (TSD) solutions along the span of an aircraft wing in order to accurately predict transonic aerodynamic loading and wave drag for transport aircraft. The approach is extended to predict flow separation and capture the attenuation of aerodynamic forces due to boundary layer viscosity by coupling the TSD solver with an integral boundary layer (IBL) model. The modeling framework is applied to the NASA General Transport Model (GTM) integrated with a novel control surface known as the Variable Camber Continuous Trailing Edge Flap (VCCTEF).

  14. Progress on Developing Sonic Infrared Imaging for Defect Detection in Composite Structures

    NASA Astrophysics Data System (ADS)

    Han, Xiaoyan; He, Qi; Li, Wei; Newaz, Golam; Favro, Lawrence D.; Thomas, Robert L.

    2010-02-01

    At last year's QNDE conference, we presented our development of Sonic IR imaging technology in metal structures, with results from both experimental studies and theoretical computing. In the latest aircraft designs, such as the B787 from Boeing, composites have become the major materials in structures such as the fuselage and wings. This is in contrast to composites' use only in auxiliary components such as flaps and spoilers in the past. With today's advanced technology of fabrication, it is expected the new materials can be put in use in even more aircraft structures due to its light weight and high strength (high strength-to-weight ratio), high specific stiffness, tailorability of properties, design flexibility etc. Especially, with increases in fuel cost, reducing the aircraft's body weight becomes more and more appealing. In this presentation, we describe the progress on our development of Sonic IR imaging for aircraft composite structures. In particular, we describe the some unexpected results discovered while modeling delaminations. These results were later experimentally verified with an engineered delamination.

  15. The development of a closed-loop flight controller with panel method integration for gust alleviation using biomimetic feathers on aircraft wings

    NASA Astrophysics Data System (ADS)

    Blower, Christopher J.; Lee, Woody; Wickenheiser, Adam M.

    2012-04-01

    This paper presents the development of a biomimetic closed-loop flight controller that integrates gust alleviation and flight control into a single distributed system. Modern flight controllers predominantly rely on and respond to perturbations in the global states, resulting in rotation or displacement of the entire aircraft prior to the response. This bio-inspired gust alleviation system (GAS) employs active deflection of electromechanical feathers that react to changes in the airflow, i.e. the local states. The GAS design is a skeletal wing structure with a network of featherlike panels installed on the wing's surfaces, creating the airfoil profile and replacing the trailing-edge flaps. In this study, a dynamic model of the GAS-integrated wing is simulated to compute gust-induced disturbances. The system implements continuous adjustment to flap orientation to perform corrective responses to inbound gusts. MATLAB simulations, using a closed-loop LQR integrated with a 2D adaptive panel method, allow analysis of the morphing structure's aerodynamic data. Non-linear and linear dynamic models of the GAS are compared to a traditional single control surface baseline wing. The feedback loops synthesized rely on inertial changes in the global states; however, variations in number and location of feather actuation are compared. The bio-inspired system's distributed control effort allows the flight controller to interchange between the single and dual trailing edge flap profiles, thereby offering an improved efficiency to gust response in comparison to the traditional wing configuration. The introduction of aero-braking during continuous gusting flows offers a 25% reduction in x-velocity deviation; other flight parameters can be reduced in magnitude and deviation through control weighting optimization. Consequently, the GAS demonstrates enhancements to maneuverability and stability in turbulent intensive environments.

  16. 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.

  17. 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.

  18. Characteristics of wake vortex generated by a Boeing 727 jet transport during two-segment and normal ILS approach flight paths

    NASA Technical Reports Server (NTRS)

    Kurkowski, R. L.; Barber, M. R.; Garodz, L. J.

    1976-01-01

    A series of flight tests was conducted to evaluate the vortex wake characteristics of a Boeing 727 (B727-200) aircraft during conventional and two-segment ILS approaches. Twelve flights of the B727, which was equipped with smoke generators for vortex marking, were flown and its vortex wake was intentionally encountered by a Lear Jet model 23 (LR-23) and a Piper Twin Comanche (PA-30). Location of the B727 vortex during landing approach was measured using a system of photo-theodolites. The tests showed that at a given separation distance there were no readily apparent differences in the upsets resulting from deliberate vortex encounters during the two types of approaches. Timed mappings of the position of the landing configuration vortices showed that they tended to descend approximately 91 m(300 ft) below the flight path of the B727. The flaps of the B727 have a dominant effect on the character of the trailed wake vortex. The clean wing produces a strong, concentrated vortex but as the flaps are lowered, the vortex system becomes more diffuse. Pilot opinion and roll acceleration data indicate that 4.5 n.mi. would be a minimum separation distance at which roll control of light aircraft (less than 5,670 kg (12,500 lb) could be maintained during parallel encounters of the B727's landing configuration wake. This minimum separation distance is generally in scale with results determined from previous tests of other aircraft using the small roll control criteria.

  19. Evaluation of Safety Programs with Respect to the Causes of General Aviation Accidents. Volume I. Technical Report,

    DTIC Science & Technology

    1980-05-01

    65 Physical Impairment 66 Spatial disorientation. 67 Psychological condition. 71 Misused or failed to use flaps. 74 Left aircraft unattended, engine...ARTS III - (Software) (1975) 203 Weather Radar Display System (ASR - 57) 204 ATARS - Automated Terminal Area Radar Service (1974) 205 Instrument Landing...Generated Trauma, Pathological and Psychological Dysfunction accident causes. Collectively, the distribution of safety programs throughout the fault

  20. Development of Variable Camber Continuous Trailing Edge Flap for Performance Adaptive Aeroelastic Wing

    NASA Technical Reports Server (NTRS)

    Nguyen, Nhan; Kaul, Upender; Lebofsky, Sonia; Ting, Eric; Chaparro, Daniel; Urnes, James

    2015-01-01

    This paper summarizes the recent development of an adaptive aeroelastic wing shaping control technology called variable camber continuous trailing edge flap (VCCTEF). As wing 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. The initial VCCTEF concept was developed in 2010 by NASA under a NASA Innovation Fund study entitled "Elastically Shaped Future Air Vehicle Concept," which showed that highly flexible wing aerodynamic surfaces can be elastically shaped in-flight by active control of wing twist and bending deflection in order to optimize the spanwise lift distribution for drag reduction. A collaboration between NASA and Boeing Research & Technology was subsequently funded by NASA from 2012 to 2014 to further develop the VCCTEF concept. This paper summarizes some of the key research areas conducted by NASA during the collaboration with Boeing Research and Technology. These research areas include VCCTEF design concepts, aerodynamic analysis of VCCTEF camber shapes, aerodynamic optimization of lift distribution for drag minimization, wind tunnel test results for cruise and high-lift configurations, flutter analysis and suppression control of flexible wing aircraft, and multi-objective flight control for adaptive aeroelastic wing shaping control.

  1. Evaluation of Airframe Noise Reduction Concepts via Simulations Using a Lattice Boltzmann Approach

    NASA Technical Reports Server (NTRS)

    Fares, Ehab; Casalino, Damiano; Khorrami, Mehdi R.

    2015-01-01

    Unsteady computations are presented for a high-fidelity, 18% scale, semi-span Gulfstream aircraft model in landing configuration, i.e. flap deflected at 39 degree and main landing gear deployed. The simulations employ the lattice Boltzmann solver PowerFLOW® to simultaneously capture the flow physics and acoustics in the near field. Sound propagation to the far field is obtained using a Ffowcs Williams and Hawkings acoustic analogy approach. In addition to the baseline geometry, which was presented previously, various noise reduction concepts for the flap and main landing gear are simulated. In particular, care is taken to fully resolve the complex geometrical details associated with these concepts in order to capture the resulting intricate local flow field thus enabling accurate prediction of their acoustic behavior. To determine aeroacoustic performance, the farfield noise predicted with the concepts applied is compared to high-fidelity simulations of the untreated baseline configurations. To assess the accuracy of the computed results, the aerodynamic and aeroacoustic impact of the noise reduction concepts is evaluated numerically and compared to experimental results for the same model. The trends and effectiveness of the simulated noise reduction concepts compare well with measured values and demonstrate that the computational approach is capable of capturing the primary effects of the acoustic treatment on a full aircraft model.

  2. Three-Dimensional Modeling of Aircraft High-Lift Components with Vehicle Sketch Pad

    NASA Technical Reports Server (NTRS)

    Olson, Erik D.

    2016-01-01

    Vehicle Sketch Pad (OpenVSP) is a parametric geometry modeler that has been used extensively for conceptual design studies of aircraft, including studies using higher-order analysis. OpenVSP can model flap and slat surfaces using simple shearing of the airfoil coordinates, which is an appropriate level of complexity for lower-order aerodynamic analysis methods. For three-dimensional analysis, however, there is not a built-in method for defining the high-lift components in OpenVSP in a realistic manner, or for controlling their complex motions in a parametric manner that is intuitive to the designer. This paper seeks instead to utilize OpenVSP's existing capabilities, and establish a set of best practices for modeling high-lift components at a level of complexity suitable for higher-order analysis methods. Techniques are described for modeling the flap and slat components as separate three-dimensional surfaces, and for controlling their motion using simple parameters defined in the local hinge-axis frame of reference. To demonstrate the methodology, an OpenVSP model for the Energy-Efficient Transport (EET) AR12 wind-tunnel model has been created, taking advantage of OpenVSP's Advanced Parameter Linking capability to translate the motions of the high-lift components from the hinge-axis coordinate system to a set of transformations in OpenVSP's frame of reference.

  3. Lockheed L-1011 Test Station installation in support of the Adaptive Performance Optimization flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

    Technicians John Huffman, Phil Gonia and Mike Kerner of NASA's Dryden Flight Research Center, Edwards, California, carefully insert a monitor into the Research Engineering Test Station during installation of equipment for the Adaptive Performance Optimization experiment aboard Orbital Sciences Corporation's Lockheed L-1011 in Bakersfield, California, May, 6, 1997. The Adaptive Performance Optimization project is designed to reduce the aerodynamic drag of large subsonic transport aircraft by varying the camber of the wing through real-time adjustment of flaps or ailerons in response to changing flight conditions. Reducing the drag will improve aircraft efficiency and performance, resulting in signifigant fuel savings for the nation's airlines worth hundreds of millions of dollars annually. Flights for the NASA experiment will occur periodically over the next couple of years on the modified wide-bodied jetliner, with all flights flown out of Bakersfield's Meadows Field. The experiment is part of Dryden's Advanced Subsonic Transport Aircraft Research program.

  4. Environmental exposure effects on composite materials for commercial aircraft

    NASA Technical Reports Server (NTRS)

    Hoffman, D. J.

    1978-01-01

    Activities reported include completion of the program design tasks, resolution of a high fiber volume problem and resumption of specimen fabrication, fixture fabrication, and progress on the analysis methodology and definition of the typical aircraft environment. Program design activities including test specimens, specimen holding fixtures, flap-track fairing tailcones, and ground exposure racks were completed. The problem experienced in obtaining acceptable fiber volume fraction results on two of the selected graphite epoxy material systems was resolved with an alteration to the bagging procedure called out in BAC 5562. The revised bagging procedure, involving lower numbers of bleeder plies, produces acceptable results. All required laminates for the contract have now been laid up and cured. Progress in the area of analysis methodology has been centered about definition of the environment that a commercial transport aircraft undergoes. The selected methodology is analagous to fatigue life assessment.

  5. Non-linear controls influence functions in an aircraft dynamics simulator

    NASA Technical Reports Server (NTRS)

    Guerreiro, Nelson M.; Hubbard, James E., Jr.; Motter, Mark A.

    2006-01-01

    In the development and testing of novel structural and controls concepts, such as morphing aircraft wings, appropriate models are needed for proper system characterization. In most instances, available system models do not provide the required additional degrees of freedom for morphing structures but may be modified to some extent to achieve a compatible system. The objective of this study is to apply wind tunnel data collected for an Unmanned Air Vehicle (UAV), that implements trailing edge morphing, to create a non-linear dynamics simulator, using well defined rigid body equations of motion, where the aircraft stability derivatives change with control deflection. An analysis of this wind tunnel data, using data extraction algorithms, was performed to determine the reference aerodynamic force and moment coefficients for the aircraft. Further, non-linear influence functions were obtained for each of the aircraft s control surfaces, including the sixteen trailing edge flap segments. These non-linear controls influence functions are applied to the aircraft dynamics to produce deflection-dependent aircraft stability derivatives in a non-linear dynamics simulator. Time domain analysis of the aircraft motion, trajectory, and state histories can be performed using these nonlinear dynamics and may be visualized using a 3-dimensional aircraft model. Linear system models can be extracted to facilitate frequency domain analysis of the system and for control law development. The results of this study are useful in similar projects where trailing edge morphing is employed and will be instrumental in the University of Maryland s continuing study of active wing load control.

  6. Distributed Propulsion Vehicles

    NASA Technical Reports Server (NTRS)

    Kim, Hyun Dae

    2010-01-01

    Since the introduction of large jet-powered transport aircraft, the majority of these vehicles have been designed by placing thrust-generating engines either under the wings or on the fuselage to minimize aerodynamic interactions on the vehicle operation. However, advances in computational and experimental tools along with new technologies in materials, structures, and aircraft controls, etc. are enabling a high degree of integration of the airframe and propulsion system in aircraft design. The National Aeronautics and Space Administration (NASA) has been investigating a number of revolutionary distributed propulsion vehicle concepts to increase aircraft performance. The concept of distributed propulsion is to fully integrate a propulsion system within an airframe such that the aircraft takes full synergistic benefits of coupling of airframe aerodynamics and the propulsion thrust stream by distributing thrust using many propulsors on the airframe. Some of the concepts are based on the use of distributed jet flaps, distributed small multiple engines, gas-driven multi-fans, mechanically driven multifans, cross-flow fans, and electric fans driven by turboelectric generators. This paper describes some early concepts of the distributed propulsion vehicles and the current turboelectric distributed propulsion (TeDP) vehicle concepts being studied under the NASA s Subsonic Fixed Wing (SFW) Project to drastically reduce aircraft-related fuel burn, emissions, and noise by the year 2030 to 2035.

  7. Republic F-84 Thunderjet with Reverse Thruster

    NASA Image and Video Library

    1954-06-21

    The US Air Force loaned a Republic F-84 Thunderjet to the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory in the spring of 1954. NACA researchers soon modified the aircraft for the first demonstration of a reverse thruster. Republic built over 4000 Thunderjets between 1947 and 1953 for the military as a successor to the Lockheed F-80 Shooting Star. TheF-84s became successful multi-use aircraft during the Korean War. The use of traditional wheel brakes on high speed aircraft was problematic because the required braking system would weigh too much. The reverse thruster was developed as a method for stopping these aircraft without increasing the overall weight. Panels in the tail section near the jet engine’s nozzle opened up during a landing. These extended flaps not only caused resistance to the airstream but also reversed the engine’s thrust. In June 1964 Irving Pinkel, head of the Lewis Physics Division, oversaw a demonstration of this technology on an F-84 at the NACA laboratory. The side fuselage panels around the engine nozzle, seen closed in this photograph, opened up like wings and deflected the engine’s thrust towards the front of the aircraft, thus producing reverse thrust. The F-84 activated the reverse thruster and the aircraft moved backwards across the runway.

  8. 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.

  9. 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

  10. 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.

  11. Aerodynamics of High-Lift Configuration Civil Aircraft Model in JAXA

    NASA Astrophysics Data System (ADS)

    Yokokawa, Yuzuru; Murayama, Mitsuhiro; Ito, Takeshi; Yamamoto, Kazuomi

    This paper presents basic aerodynamics and stall characteristics of the high-lift configuration aircraft model JSM (JAXA Standard Model). During research process of developing high-lift system design method, wind tunnel testing at JAXA 6.5m by 5.5m low-speed wind tunnel and Navier-Stokes computation on unstructured hybrid mesh were performed for a realistic configuration aircraft model equipped with high-lift devices, fuselage, nacelle-pylon, slat tracks and Flap Track Fairings (FTF), which was assumed 100 passenger class modern commercial transport aircraft. The testing and the computation aimed to understand flow physics and then to obtain some guidelines for designing a high performance high-lift system. As a result of the testing, Reynolds number effects within linear region and stall region were observed. Analysis of static pressure distribution and flow visualization gave the knowledge to understand the aerodynamic performance. CFD could capture the whole characteristics of basic aerodynamics and clarify flow mechanism which governs stall characteristics even for complicated geometry and its flow field. This collaborative work between wind tunnel testing and CFD is advantageous for improving or has improved the aerodynamic performance.

  12. Shape memory alloy actuation for a variable area fan nozzle

    NASA Astrophysics Data System (ADS)

    Rey, Nancy; Tillman, Gregory; Miller, Robin M.; Wynosky, Thomas; Larkin, Michael J.; Flamm, Jeffrey D.; Bangert, Linda S.

    2001-06-01

    The ability to control fan nozzle exit area is an enabling technology for next generation high-bypass-ratio turbofan engines. Performance benefits for such designs are estimated at up to 9% in thrust specific fuel consumption (TSFC) relative to current fixed-geometry engines. Conventionally actuated variable area fan nozzle (VAN) concepts tend to be heavy and complicated, with significant aircraft integration, reliability and packaging issues. The goal of this effort was to eliminate these undesirable features and formulate a design that meets or exceeds leakage, durability, reliability, maintenance and manufacturing cost goals. A Shape Memory Alloy (SMA) bundled cable actuator acting to move an array of flaps around the fan nozzle annulus is a concept that meets these requirements. The SMA bundled cable actuator developed by the United Technologies Corporation (Patents Pending) provides significant work output (greater than 2200 in-lb per flap, through the range of motion) in a compact package and minimizes system complexity. Results of a detailed design study indicate substantial engine performance, weight, and range benefits. The SMA- based actuation system is roughly two times lighter than a conventional mechanical system, with significant aircraft direct operating cost savings (2-3%) and range improvements (5-6%) relative to a fixed-geometry nozzle geared turbofan. A full-scale sector model of this VAN system was built and then tested at the Jet Exit Test Facility at NASA Langley to demonstrate the system's ability to achieve 20% area variation of the nozzle under full scale aerodynamic loads. The actuator exceeded requirements, achieving repeated actuation against full-scale loads representative of typical cruise as well as greater than worst-case (ultimate) aerodynamic conditions. Based on these encouraging results, work is continuing with the goal of a flight test on a C-17 transport aircraft.

  13. Kinematic Optimization in Birds, Bats and Ornithopters

    NASA Astrophysics Data System (ADS)

    Reichert, Todd

    Birds and bats employ a variety of advanced wing motions in the efficient production of thrust. The purpose of this thesis is to quantify the benefit of these advanced wing motions, determine the optimal theoretical wing kinematics for a given flight condition, and to develop a methodology for applying the results in the optimal design of flapping-wing aircraft (ornithopters). To this end, a medium-fidelity, combined aero-structural model has been developed that is capable of simulating the advanced kinematics seen in bird flight, as well as the highly non-linear structural deformations typical of high-aspect ratio wings. Five unique methods of thrust production observed in natural species have been isolated, quantified and thoroughly investigated for their dependence on Reynolds number, airfoil selection, frequency, amplitude and relative phasing. A gradient-based optimization algorithm has been employed to determined the wing kinematics that result in the minimum required power for a generalized aircraft or species in any given flight condition. In addition to the theoretical work, with the help of an extended team, the methodology was applied to the design and construction of the world's first successful human-powered ornithopter. The Snowbird Human-Powered Ornithopter, is used as an example aircraft to show how additional design constraints can pose limits on the optimal kinematics. The results show significant trends that give insight into the kinematic operation of natural species. The general result is that additional complexity, whether it be larger twisting deformations or advanced wing-folding mechanisms, allows for the possibility of more efficient flight. At its theoretical optimum, the efficiency of flapping-wings exceeds that of current rotors and propellers, although these efficiencies are quite difficult to achieve in practice.

  14. 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.

  15. 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.

  16. Simulator evaluation of optimal thrust management/fuel conservation strategies for airbus aircraft on short haul routes

    NASA Technical Reports Server (NTRS)

    Bochem, J. H.; Mossman, D. C.; Lanier, P. D.

    1977-01-01

    The feasibility of incorporating optimal concepts into a practical system was determined. Various earlier theoretical analyses were confirmed, and insight was gained into the sensitivity of fuel conservation strategies to nonlinear and second order aerodynamic and engine characteristics. In addition to the investigation of optimal trajectories the study ascertained combined fuel savings by utilizing various procedure-oriented improvements such as delayed flap/decelerating approaches and great circle navigation.

  17. The P-38 Lightning Aircraft: Lessons Learned for Future Weapon Systems Development

    DTIC Science & Technology

    2010-04-01

    PMBOK TEL \\ u.s. WER List of ~cronyms iv Brake Horse Power Design-Build Team District of Columbia Department of Defense Department of...record. Despite unresolved issues like the flap and brake system problems and limited test hours, on 11 February 1939, Lieutenant Kelsey flew the XP-38...engine, giving the P-3 8 engines a 1425 brake horse power (BHP)22 rating. However, limitations of the integral wing leading edge intercoolers23 could

  18. The Temporal Resolution of Flight Attitude Control in Dragonflies and Locusts: Lessons for the Design of Flapping-Wing MAVs

    DTIC Science & Technology

    2007-12-04

    central nevous system , consisting of a self- excited neuronal network. Even in the absence of any sensory inputs this network will 4 produce, in two...is not necessary in smaller systems . Introduction Conventional aircraft can be designed such that steady-state aerodynamics apply. Thus, it is...active damping by visual inputs, whereas the same is not necessary in smaller systems . 15. SUBJECT TERMS 16. SECURITY CLASSIFICATION OF: 17

  19. Flight and full-scale wind-tunnel comparison of pressure distributions from an F-18 aircraft at high angles of attack. [Conducted in NASA Ames Research Center's 80 by 120 ft wind tunnel

    NASA Technical Reports Server (NTRS)

    Fisher, David F.; Lanser, Wendy R.

    1994-01-01

    Pressure distributions were obtained at nearly identical fuselage stations and wing chord butt lines in flight on the F-18 HARV at NASA Dryden Flight Research Center and in the NASA Ames Research Center's 80 by 120 ft wind tunnel on a full-scale F/A-18 aircraft. The static pressures were measured at the identical five stations on the forebody, three stations on the left and right leading-edge extensions, and three spanwise stations on the wing. Comparisons of the flight and wind-tunnel pressure distributions were made at alpha = 30 deg, 45 deg, and 60 deg/59 deg. In general, very good agreement was found. Minor differences were noted at the forebody at alpha = 45 deg and 60 deg in the magnitude of the vortex footprints and a Mach number effect was noted at the leading-edge extension at alpha = 30 deg. The inboard leading edge flap data from the wind tunnel at alpha = 59 deg showed a suction peak that did not appear in the flight data. This was the result of a vortex from the corner of the leading edge flap whose path was altered by the lack of an engine simulation in the wind tunnel.

  20. Correction of static pressure on a research aircraft in accelerated flight using differential pressure measurements

    NASA Astrophysics Data System (ADS)

    Rodi, A. R.; Leon, D. C.

    2012-11-01

    A method is described that estimates the error in the static pressure measurement on an aircraft from differential pressure measurements on the hemispherical surface of a Rosemount model 858AJ air velocity probe mounted on a boom ahead of the aircraft. The theoretical predictions for how the pressure should vary over the surface of the hemisphere, involving an unknown sensitivity parameter, leads to a set of equations that can be solved for the unknowns - angle of attack, angle of sideslip, dynamic pressure and the error in static pressure - if the sensitivity factor can be determined. The sensitivity factor was determined on the University of Wyoming King Air research aircraft by comparisons with the error measured with a carefully designed sonde towed on connecting tubing behind the aircraft - a trailing cone - and the result was shown to have a precision of about ±10 Pa over a wide range of conditions, including various altitudes, power settings, and gear and flap extensions. Under accelerated flight conditions, geometric altitude data from a combined Global Navigation Satellite System (GNSS) and inertial measurement unit (IMU) system are used to estimate acceleration effects on the error, and the algorithm is shown to predict corrections to a precision of better than ±20 Pa under those conditions. Some limiting factors affecting the precision of static pressure measurement on a research aircraft are discussed.

  1. Design integration and noise studies for jet STOL aircraft. Volume 1: Program summary

    NASA Technical Reports Server (NTRS)

    Okeefe, V. O.; Kelley, G. S.

    1972-01-01

    This program was undertaken to develop, through analysis, design, experimental static testing, wind tunnel testing, and design integration studies, an augmentor wing jet flap configuration for a jet STOL transport aircraft having maximum propulsion and aerodynamic performance with minimum noise generation. The program had three basic elements: (1) static testing of a scale wing section to demonstrate augmentor performance and noise characteristics; (2) two-dimensional wind tunnel testing to determine flight speed effects on performance; and (3) system design and evaluation which integrated the augmentor information obtained into a complete system and ensured that the design was compatible with the requirements for a large STOL transport having a 500-ft sideline noise of 95 PNdB or less. This objective has been achieved.

  2. Dynamic Wind-Tunnel Testing of a Sub-Scale Iced S-3B Viking

    NASA Technical Reports Server (NTRS)

    Lee, Sam; Barnhart, Billy; Ratvasky, Thomas P.

    2012-01-01

    The effect of ice accretion on a 1/12-scale complete aircraft model of S-3B Viking was studied in a rotary-balance wind tunnel. Two types of ice accretions were considered: ice protection system failure shape and runback shapes that form downstream of the thermal ice protection system. The results showed that the ice shapes altered the stall characteristics of the aircraft. The ice shapes also reduced the control surface effectiveness, but mostly near the stall angle of attack. There were some discrepancies with the data with the flaps deflected that were attributed to the low Reynolds number of the test. Rotational and forced-oscillation studies showed that the effects of ice were mostly in the longitudinal forces, and the effects on the lateral forces were relatively minor.

  3. Genetic Algorithm Approaches for Actuator Placement

    NASA Technical Reports Server (NTRS)

    Crossley, William A.

    2000-01-01

    This research investigated genetic algorithm approaches for smart actuator placement to provide aircraft maneuverability without requiring hinged flaps or other control surfaces. The effort supported goals of the Multidisciplinary Design Optimization focus efforts in NASA's Aircraft au program. This work helped to properly identify various aspects of the genetic algorithm operators and parameters that allow for placement of discrete control actuators/effectors. An improved problem definition, including better definition of the objective function and constraints, resulted from this research effort. The work conducted for this research used a geometrically simple wing model; however, an increasing number of potential actuator placement locations were incorporated to illustrate the ability of the GA to determine promising actuator placement arrangements. This effort's major result is a useful genetic algorithm-based approach to assist in the discrete actuator/effector placement problem.

  4. An Evaluation Technique for an F/A-18 Aircraft Loads Model Using F/A-18 Systems Research Aircraft Flight Data

    NASA Technical Reports Server (NTRS)

    Olney, Candida D.; Hillebrandt, Heather; Reichenbach, Eric Y.

    2000-01-01

    A limited evaluation of the F/A-18 baseline loads model was performed on the Systems Research Aircraft at NASA Dryden Flight Research Center (Edwards, California). Boeing developed the F/A-18 loads model using a linear aeroelastic analysis in conjunction with a flight simulator to determine loads at discrete locations on the aircraft. This experiment was designed so that analysis of doublets could be used to establish aircraft aerodynamic and loads response at 20 flight conditions. Instrumentation on the right outboard leading edge flap, left aileron, and left stabilator measured the hinge moment so that comparisons could be made between in-flight-measured hinge moments and loads model-predicted values at these locations. Comparisons showed that the difference between the loads model-predicted and in-flight-measured hinge moments was up to 130 percent of the flight limit load. A stepwise regression technique was used to determine new loads derivatives. These derivatives were placed in the loads model, which reduced the error to within 10 percent of the flight limit load. This paper discusses the flight test methodology, a process for determining loads coefficients, and the direct comparisons of predicted and measured hinge moments and loads coefficients.

  5. [Penetrating injury of the lungs and multiple injuries of lower extremities caused by aircraft bombs splinters].

    PubMed

    Golubović, Zoran; Stanić, Vojkan; Trenkić, Srbobran; Stojiljković, Predrag; Stevanović, Goran; Lesić, Aleksandar; Golubović, Ivan; Milić, Dragan; Visnjić, Aleksandar; Najman, Stevo

    2010-08-01

    Injuries caused by aircraft bombs cause severe damages to the human body. They are characterized by massive destruction of injured tissues and organs, primary contamination by polymorph bacterial flora and modified reactivity of the body. Upon being wounded by aircraft bombs projectiles a victim simultaneously sustains severe damages of many organs and organ systems due to the fact that a large number of projectiles at the same time injure the chest, stomach, head and extremities. We presented a patient, 41 years of age, injured by aircraft bomb with hemo-pneumothorax and destruction of the bone and soft tissue structures of the foot, as well as the treatment result of such heavy injuries. After receiving thoracocentesis and short reanimation, the patient underwent surgical procedure. The team performed thoracotomy, primary treatment of the wound and atypical resection of the left lung. Thoracic drains were placed. The wounds on the lower leg and feet were treated primarily. Due to massive destruction of bone tissue of the right foot by cluster bomb splinters, and impossibility of reconstruction of the foot, guillotine amputation of the right lower leg was performed. Twelve days after the wounding caused by cluster bomb splinters, soft tissue of the left lower leg was covered by Tirsch free transplant and the defect in the area of the left foot was covered by dorsalis pedis flap. The transplant and flap were accepted and the donor sites were epithelized. Twenty-six days following the wounding reamputation was performed and amputation stump of the right lower leg was closed. The patient was given a lower leg prosthesis with which he could move. Upon being wounded by aircraft bomb splinters, the injured person sustains severe wounds of multiple organs and organ systems due to simultaneous injuries caused by a large number of projectiles. It is necessary to take care of the vital organs first because they directly threaten the life of the wounded patient. Despite adequate surgical treatment of war wounds of the feet, because of massive defect of bone and soft tissue, amputation may be the only rational solution of the treatment. The resection of the lung may be succesfull method for the severe destruction of the lung.

  6. A Structural Weight Estimation Program (SWEEP) for Aircraft. Volume 11 - Flexible Airloads Stand-Alone Program

    DTIC Science & Technology

    1974-06-01

    stiffness, lb-in. I Integer used to designate wing strip number 2 I Airplanw pitching moment of inertia, slug ft 2 I Airplane yawing moment of inertia...slug ft J Integer used to designated wing-loading distribution, i.e., J-l, loading due to angle of attack J=2> loading due to flap deflection J-3...moment at intersection of load reference line and body interface station (for vertical tail), in.-lb Integer used to designate type of wing airload

  7. Design of a Digital Ride Quality Augmentation System for Commuter Aircraft

    DTIC Science & Technology

    1984-01-01

    STUDENT AT: University of Kansas I1I. CONTROLLING OF FICIE NAME AND ADDRWESS I1. REPORT OAT, AFIT/NR 1984 WPAFB OH 45433 ,1. ,,,,E OF PAGES 376 14...the development of an inter- active control augmentation design (ICAD) program for use in the design and evaluation of the candidate RQASs. This...representative of a typical commuter mission, . -7using a Cessna 4028. Theso RQASs used direct lift flaps and the elevp:or "for control of the

  8. Structural dynamics division research and technology accomplishments for fiscal year 1990 and plans for fiscal year 1991

    NASA Technical Reports Server (NTRS)

    Wynne, Eleanor C.

    1991-01-01

    The research accomplishments of the Structural Dynamics Division for F.Y. 1991 are presented. The work is discussed in terms of highlights of accomplishments during the past year and plans for the current year as they relate to 5-year plans and the objectives of each technical area. Included is research on unsteady aerodynamics, helicopter rotors, computational fluid dynamics, oscillations of leading edge flaps of a delta wing, and aircraft wing loads.

  9. Flying in a flock comes at a cost in pigeons.

    PubMed

    Usherwood, James R; Stavrou, Marinos; Lowe, John C; Roskilly, Kyle; Wilson, Alan M

    2011-06-22

    Flying birds often form flocks, with social, navigational and anti-predator implications. Further, flying in a flock can result in aerodynamic benefits, thus reducing power requirements, as demonstrated by a reduction in heart rate and wingbeat frequency in pelicans flying in a V-formation. But how general is an aerodynamic power reduction due to group-flight? V-formation flocks are limited to moderately steady flight in relatively large birds, and may represent a special case. What are the aerodynamic consequences of flying in the more usual 'cluster' flock? Here we use data from innovative back-mounted Global Positioning System (GPS) and 6-degrees-of-freedom inertial sensors to show that pigeons (1) maintain powered, banked turns like aircraft, imposing dorsal accelerations of up to 2g, effectively doubling body weight and quadrupling induced power requirements; (2) increase flap frequency with increases in all conventional aerodynamic power requirements; and (3) increase flap frequency when flying near, particularly behind, other birds. Therefore, unlike V-formation pelicans, pigeons do not gain an aerodynamic advantage from flying in a flock. Indeed, the increased flap frequency, whether due to direct aerodynamic interactions or requirements for increased stability or control, suggests a considerable energetic cost to flight in a tight cluster flock.

  10. Flying in a flock comes at a cost in pigeons

    PubMed Central

    Usherwood, James R.; Stavrou, Marinos; Lowe, John C.; Roskilly, Kyle; Wilson, Alan M.

    2011-01-01

    Flying birds often form flocks, with social1, navigational2 and anti-predator3 implications. Further, flying in a flock can result in aerodynamic benefits, thus reducing power requirements4, as demonstrated by a reduction in heart rate and wingbeat frequency in pelicans flying in a V-formation5. But how general is an aerodynamic power reduction due to group-flight? V-formation flocks are limited to moderately steady flight in relatively large birds, and may represent a special case. What are the aerodynamic consequences of flying in the more usual ‘cluster’ 6,7 flock? Here, we use data from innovative back-mounted GPS and 6 degree of freedom inertial sensors to show that pigeons 1) maintain powered, banked turns like aircraft, imposing dorsal accelerations of up to 2g, effectively doubling body weight and quadrupling induced power requirements; 2) increase flap frequency with increases in all conventional aerodynamic power requirements; and 3) increase flap frequency when flying near, particularly behind, other birds. Therefore, unlike V-formation pelicans, pigeons do not gain an aerodynamic advantage from flying in a flock; indeed, the increased flap frequency – whether due to direct aerodynamic interactions or requirements for increased stability or control – suggests a considerable energetic cost to flight in a tight cluster flock. PMID:21697946

  11. 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.

  12. 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.

  13. A 3-D Computational Study of a Variable Camber Continuous Trailing Edge Flap (VCCTEF) Spanwise Segment

    NASA Technical Reports Server (NTRS)

    Kaul, Upender K.; Nguyen, Nhan T.

    2015-01-01

    Results of a computational study carried out to explore the effects of various elastomer configurations joining spanwise contiguous Variable Camber Continuous Trailing Edge Flap (VCCTEF) segments are reported here. This research is carried out as a proof-of-concept study that will seek to push the flight envelope in cruise with drag optimization as the objective. The cruise conditions can be well off design such as caused by environmental conditions, maneuvering, etc. To handle these off-design conditions, flap deflection is used so when the flap is deflected in a given direction, the aircraft angle of attack changes accordingly to maintain a given lift. The angle of attack is also a design parameter along with the flap deflection. In a previous 2D study,1 the effect of camber was investigated and the results revealed some insight into the relative merit of various camber settings of the VCCTEF. The present state of the art has not advanced sufficiently to do a full 3-D viscous analysis of the whole NASA Generic Transport Model (GTM) wing with VCCTEF deployed with elastomers. Therefore, this study seeks to explore the local effects of three contiguous flap segments on lift and drag of a model devised here to determine possible trades among various flap deflections to achieve desired lift and drag results. Although this approach is an approximation, it provides new insights into the "local" effects of the relative deflections of the contiguous spanwise flap systems and various elastomer segment configurations. The present study is a natural extension of the 2-D study to assess these local 3-D effects. Design cruise condition at 36,000 feet at free stream Mach number of 0.797 and a mean aerodynamic chord (MAC) based Reynolds number of 30.734x10(exp 6) is simulated for an angle of attack (AoA) range of 0 to 6 deg. In the previous 2-D study, the calculations revealed that the parabolic arc camber (1x2x3) and circular arc camber (VCCTEF222) offered the best L/D characteristics and minimum drag in cruise. In the present 3-D study, calculations show that for the same C(sub t), the 3-D circular arc camber wing segment produces the largest drag for a given lift, larger than either of the two 2-D configurations, as was also conjectured in the previous study. This study indicates a wing stall around 4.5 deg angle of attack.

  14. Correction of static pressure on a research aircraft in accelerated flight using differential pressure measurements

    NASA Astrophysics Data System (ADS)

    Rodi, A. R.; Leon, D. C.

    2012-05-01

    Geometric altitude data from a combined Global Navigation Satellite System (GNSS) and inertial measurement unit (IMU) system on the University of Wyoming King Air research aircraft are used to estimate acceleration effects on static pressure measurement. Using data collected during periods of accelerated flight, comparison of measured pressure with that derived from GNSS/IMU geometric altitude show that errors exceeding 150 Pa can occur which is significant in airspeed and atmospheric air motion determination. A method is developed to predict static pressure errors from analysis of differential pressure measurements from a Rosemount model 858 differential pressure air velocity probe. The method was evaluated with a carefully designed probe towed on connecting tubing behind the aircraft - a "trailing cone" - in steady flight, and shown to have a precision of about ±10 Pa over a wide range of conditions including various altitudes, power settings, and gear and flap extensions. Under accelerated flight conditions, compared to the GNSS/IMU data, this algorithm predicts corrections to a precision of better than ±20 Pa. Some limiting factors affecting the precision of static pressure measurement on a research aircraft are examined.

  15. 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.

  16. Distributed Turboelectric Propulsion for Hybrid Wing Body Aircraft

    NASA Technical Reports Server (NTRS)

    Kim, Hyun Dae; Brown, Gerald V.; Felder, James L.

    2008-01-01

    Meeting future goals for aircraft and air traffic system performance will require new airframes with more highly integrated propulsion. Previous studies have evaluated hybrid wing body (HWB) configurations with various numbers of engines and with increasing degrees of propulsion-airframe integration. A recently published configuration with 12 small engines partially embedded in a HWB aircraft, reviewed herein, serves as the airframe baseline for the new concept aircraft that is the subject of this paper. To achieve high cruise efficiency, a high lift-to-drag ratio HWB was adopted as the baseline airframe along with boundary layer ingestion inlets and distributed thrust nozzles to fill in the wakes generated by the vehicle. The distributed powered-lift propulsion concept for the baseline vehicle used a simple, high-lift-capable internally blown flap or jet flap system with a number of small high bypass ratio turbofan engines in the airframe. In that concept, the engine flow path from the inlet to the nozzle is direct and does not involve complicated internal ducts through the airframe to redistribute the engine flow. In addition, partially embedded engines, distributed along the upper surface of the HWB airframe, provide noise reduction through airframe shielding and promote jet flow mixing with the ambient airflow. To improve performance and to reduce noise and environmental impact even further, a drastic change in the propulsion system is proposed in this paper. The new concept adopts the previous baseline cruise-efficient short take-off and landing (CESTOL) airframe but employs a number of superconducting motors to drive the distributed fans rather than using many small conventional engines. The power to drive these electric fans is generated by two remotely located gas-turbine-driven superconducting generators. This arrangement allows many small partially embedded fans while retaining the superior efficiency of large core engines, which are physically separated but connected through electric power lines to the fans. This paper presents a brief description of the earlier CESTOL vehicle concept and the newly proposed electrically driven fan concept vehicle, using the previous CESTOL vehicle as a baseline.

  17. The evaluation of the OSGLR algorithm for restructurable controls

    NASA Technical Reports Server (NTRS)

    Bonnice, W. F.; Wagner, E.; Hall, S. R.; Motyka, P.

    1986-01-01

    The detection and isolation of commercial aircraft control surface and actuator failures using the orthogonal series generalized likelihood ratio (OSGLR) test was evaluated. The OSGLR algorithm was chosen as the most promising algorithm based on a preliminary evaluation of three failure detection and isolation (FDI) algorithms (the detection filter, the generalized likelihood ratio test, and the OSGLR test) and a survey of the literature. One difficulty of analytic FDI techniques and the OSGLR algorithm in particular is their sensitivity to modeling errors. Therefore, methods of improving the robustness of the algorithm were examined with the incorporation of age-weighting into the algorithm being the most effective approach, significantly reducing the sensitivity of the algorithm to modeling errors. The steady-state implementation of the algorithm based on a single cruise linear model was evaluated using a nonlinear simulation of a C-130 aircraft. A number of off-nominal no-failure flight conditions including maneuvers, nonzero flap deflections, different turbulence levels and steady winds were tested. Based on the no-failure decision functions produced by off-nominal flight conditions, the failure detection performance at the nominal flight condition was determined. The extension of the algorithm to a wider flight envelope by scheduling the linear models used by the algorithm on dynamic pressure and flap deflection was also considered. Since simply scheduling the linear models over the entire flight envelope is unlikely to be adequate, scheduling of the steady-state implentation of the algorithm was briefly investigated.

  18. Study of short haul high-density V/STOL transportation systems, volume 1

    NASA Technical Reports Server (NTRS)

    Solomon, H. L.

    1972-01-01

    The relative advantages of STOL aircraft concepts were examined by simulating the operations of a short haul high-density intercity STOL system set in two arenas, the California corridor and the Chicago-Detroit-Cleveland triangle, during the 1980 time period. The study was constrained to the use of three aircraft concepts designated as the deflected slipstream turboprop, externally blown flap, and augmentor wing turbofan configurations. The projected demographic, economic, travel demand, and travel characteristics of the representative arenas were identified. The STOL airline operating scenarios were then formulated and through the use of the aerospace modal split simulation program, the traveler modal choices involving alternative STOL concepts were estimated in the context of the total transportation environment for 1980. System combinations that presented the best potential for economic return and traveler acceptance were then identified for each STOL concept.

  19. Advanced Noise Abatement Procedures for a Supersonic Business Jet

    NASA Technical Reports Server (NTRS)

    Berton, Jeffrey J.; Jones, Scott M.; Seidel, Jonathan A.; Huff, Dennis L.

    2017-01-01

    Supersonic civil aircraft present a unique noise certification challenge. High specific thrust required for supersonic cruise results in high engine exhaust velocity and high levels of jet noise during takeoff. Aerodynamics of thin, low-aspect-ratio wings equipped with relatively simple flap systems deepen the challenge. Advanced noise abatement procedures have been proposed for supersonic aircraft. These procedures promise to reduce airport noise, but they may require departures from normal reference procedures defined in noise regulations. The subject of this report is a takeoff performance and noise assessment of a notional supersonic business jet. Analytical models of an airframe and a supersonic engine derived from a contemporary subsonic turbofan core are developed. These models are used to predict takeoff trajectories and noise. Results indicate advanced noise abatement takeoff procedures are helpful in reducing noise along lateral sidelines.

  20. System and Method for Modeling the Flow Performance Features of an Object

    NASA Technical Reports Server (NTRS)

    Jorgensen, Charles (Inventor); Ross, James (Inventor)

    1997-01-01

    The method and apparatus includes a neural network for generating a model of an object in a wind tunnel from performance data on the object. The network is trained from test input signals (e.g., leading edge flap position, trailing edge flap position, angle of attack, and other geometric configurations, and power settings) and test output signals (e.g., lift, drag, pitching moment, or other performance features). In one embodiment, the neural network training method employs a modified Levenberg-Marquardt optimization technique. The model can be generated 'real time' as wind tunnel testing proceeds. Once trained, the model is used to estimate performance features associated with the aircraft given geometric configuration and/or power setting input. The invention can also be applied in other similar static flow modeling applications in aerodynamics, hydrodynamics, fluid dynamics, and other such disciplines. For example, the static testing of cars, sails, and foils, propellers, keels, rudders, turbines, fins, and the like, in a wind tunnel, water trough, or other flowing medium.

  1. Analysis of stall flutter of a helicopter radar blade

    NASA Technical Reports Server (NTRS)

    Crimi, P.

    1973-01-01

    A study of rotor blade aeroelastic stability was carried out, using an analytic model of a two-dimensional airfoil undergoing dynamic stall and an elastomechanical representation including flapping, flapwise bending and torsional degrees of freedom. Results for a hovering rotor demonstrated that the models used are capable of reproducing both classical and stall flutter. The minimum rotor speed for the occurrence of stall flutter in hover, was found to be determined from coupling between torsion and flapping. Instabilities analogous to both classical and stall flutter were found to occur in forward flight. However, the large stall-related torsional oscillations which commonly limit aircraft forward speed appear to be the response to rapid changes in aerodynamic moment which accompany stall and unstall, rather than the result of an aeroelastic instability. The severity of stall-related instabilities and response was found to depend to some extent on linear stability. Increasing linear stability lessens the susceptibility to stall flutter and reduced the magnitude of the torsional response to stall and unstall.

  2. 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.

  3. Augmentation of maneuver performance by spanwise blowing

    NASA Technical Reports Server (NTRS)

    Erickson, G. E.; Campbell, J. F.

    1977-01-01

    A generalized wind tunnel model was tested to investigate new component concepts utilizing spanwise blowing to provide improved maneuver characteristics for advanced fighter aircraft. Primary emphasis was placed on high angle of attack performance, stability, and control at subsonic speeds. Spanwise blowing on a 44 deg swept trapezoidal wing resulted in leading edge vortex enhancement with subsequent large vortex-induced lift increments and drag polar improvements at the higher angles of attack. Small deflections of a leading edge flap delayed these lift and drag benefits to higher angles of attack. In addition, blowing was more effective at higher Mach numbers. Spanwise blowing in conjunction with a deflected trailing edge flap resulted in lift and drag benefits that exceeded the summation of the effects of each high lift device acting alone. Asymmetric blowing was an effective lateral control device at the higher angles of attack. Spanwise blowing on the wing reduced horizontal tail loading and improved the lateral-directional stability characteristics of a wing-horizontal tail-vertical tail configuration.

  4. RETRACTED: Flap side edge noise modeling and prediction

    NASA Astrophysics Data System (ADS)

    Guo, Yueping

    2013-08-01

    This article has been retracted: please see Elsevier Policy on Article Withdrawal (http://www.elsevier.com/locate/withdrawalpolicy).This article has been retracted at the request of the first author because of the overlap with previously published papers. The first author takes full responsibility and sincerely apologizes for the error made.This article has been retracted at the request of the Editor-in-Chief.The article duplicates significant parts of an earlier paper by the same author, published in AIAA (Y.P. Guo, Aircraft flap side edge noise modeling and prediction. American Institute of Aeronautics and Astronautics, (2011), 10.2514/6.2011-2731). Prior to republication, conference papers should be comprehensively extended, and re-use of any data should be appropriately cited. As such this article represents a severe abuse of the scientific publishing system. The scientific community takes a very strong view on this matter and apologies are offered to readers of the journal that this was not detected during the submission process.

  5. Longitudinal Stability and Stalling Characteristics of a 1/8.33-Scale Model of the Republic XF-12 Airplane

    NASA Technical Reports Server (NTRS)

    Pepper, Edward; Foster, Gerald V.

    1946-01-01

    The XF-12 airplane is a high performance, photo-reconnaissance aircraft designed by the Republic Aviation Corporation for Army Air Forces. A series of tests of a 1/8.33-scale powered model was conducted in the Langley 9-foot pressure tunnel to obtain information relative to the aerodynamic design of the airplane. This report presents the results of tests to determine the static longitudinal stability and stalling characteristics of the model. From this investigation it was indicated that the airplane will possess a positive static margin for all probable flight conditions. The stalling characteristics are considered satisfactory in that the stall initiates near the root section and progresses toward the tips. Early root section stalling occurs, with the flaps retracted and may cause undesirable tail buffeting and erratic elevator control in the normal flight range. From considerations of sinking speed landing flap deflections of 40 degrees may be preferable to 55 degrees of 65 degrees.

  6. Analytical study of STOL Aircraft in ground effect. Part 1: Nonplanar, nonlinear wing/jet lifting surface method

    NASA Technical Reports Server (NTRS)

    Shollenberger, C. A.; Smyth, D. N.

    1978-01-01

    A nonlinear, nonplanar three dimensional jet flap analysis, applicable to the ground effect problem, is presented. Lifting surface methodology is developed for a wing with arbitrary planform operating in an inviscid and incompressible fluid. The classical, infintely thin jet flap model is employed to simulate power induced effects. An iterative solution procedure is applied within the analysis to successively approximate the jet shape until a converged solution is obtained which closely satisfies jet and wing boundary conditions. Solution characteristics of the method are discussed and example results are presented for unpowered, basic powered and complex powered configurations. Comparisons between predictions of the present method and experimental measurements indicate that the improvement of the jet with the ground plane is important in the analyses of powered lift systems operating in ground proximity. Further development of the method is suggested in the areas of improved solution convergence, more realistic modeling of jet impingement and calculation efficiency enhancements.

  7. Jet transport energy management for minimum fuel consumption and noise impact in the terminal area

    NASA Technical Reports Server (NTRS)

    Bull, J. S.; Foster, J. D.

    1974-01-01

    Significant reductions in both noise and fuel consumption can be gained through careful tailoring of approach flightpath and airspeed profile, and the point at which the landing gear and flaps are lowered. For example, the noise problem has been successfully attacked in recent years with development of the 'two-segment' approach, which brings the aircraft in at a steeper angle initially, thereby achieving noise reduction through lower thrust settings and higher altitudes. A further reduction in noise and a significant reduction in fuel consumption can be achieved with the 'decelerating approach' concept. In this case, the approach is initiated at high airspeed and in a drag configuration that allows for low thrust. The landing flaps are then lowered at the appropriate time so that the airspeed slowly decelerates to V sub r at touchdown. The decelerating approach concept can be applied to constant glideslope flightpaths or segmented flightpaths such as the two-segment approach.

  8. Experimental investigation of wing installation effects on a two-dimensional mixer/ejector nozzle for supersonic transport aircraft

    NASA Technical Reports Server (NTRS)

    Anderson, David J.; Lambert, Heather H.; Mizukami, Masashi

    1992-01-01

    Experimental results from a wind tunnel test conducted to investigate propulsion/airframe integration (PAI) effects are presented. The objectives of the test were to examine rough order-of-magnitude changes in the acoustic characteristics of a mixer/ejector nozzle due to the presence of a wing and to obtain limited wing and nozzle flow-field measurements. A simple representative supersonic transport wing planform, with deflecting flaps, was installed above a two-dimensional mixer/ejector nozzle that was supplied with high-pressure heated air. Various configurations and wing positions with respect to the nozzle were studied. Because of hardware problems, no acoustics and only a limited set of flow-field data were obtained. For most hardware configurations tested, no significant propulsion/airframe integration effects were identified. Significant effects were seen for extreme flap deflections. The combination of the exploratory nature of the test and the limited flow-field instrumentation made it impossible to identify definitive propulsion/airframe integration effects.

  9. Additional Development and Systems Analyses of Pneumatic Technology for High Speed Civil Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Englar, Robert J.; Willie, F. Scott; Lee, Warren J.

    1999-01-01

    In the Task I portion of this NASA research grant, configuration development and experimental investigations have been conducted on a series of pneumatic high-lift and control surface devices applied to a generic High Speed Civil Transport (HSCT) model configuration to determine their potential for improved aerodynamic performance, plus stability and control of higher performance aircraft. These investigations were intended to optimize pneumatic lift and drag performance; provide adequate control and longitudinal stability; reduce separation flowfields at high angle of attack; increase takeoff/climbout lift-to-drag ratios; and reduce system complexity and weight. Experimental aerodynamic evaluations were performed on a semi-span HSCT generic model with improved fuselage fineness ratio and with interchangeable plain flaps, blown flaps, pneumatic Circulation Control Wing (CCW) high-lift configurations, plain and blown canards, a novel Circulation Control (CC) cylinder blown canard, and a clean cruise wing for reference. Conventional tail power was also investigated for longitudinal trim capability. Also evaluated was unsteady pulsed blowing of the wing high-lift system to determine if reduced pulsed mass flow rates and blowing requirements could be made to yield the same lift as that resulting from steady-state blowing. Depending on the pulsing frequency applied, reduced mass flow rates were indeed found able to provide lift augmentation at lesser blowing values than for the steady conditions. Significant improvements in the aerodynamic characteristics leading to improved performance and stability/control were identified, and the various components were compared to evaluate the pneumatic potential of each. Aerodynamic results were provided to the Georgia Tech Aerospace System Design Lab. to conduct the companion system analyses and feasibility study (Task 2) of theses concepts applied to an operational advanced HSCT aircraft. Results and conclusions from these experimental evaluations are presented herein, as are recommendations for further development and follow-on investigations. Also provided as an Appendix for reference are the basic results from the previous pneumatic HSCT investigations.

  10. Turbulence modeling of free shear layers for high-performance aircraft

    NASA Technical Reports Server (NTRS)

    Sondak, Douglas L.

    1993-01-01

    The High Performance Aircraft (HPA) Grand Challenge of the High Performance Computing and Communications (HPCC) program involves the computation of the flow over a high performance aircraft. A variety of free shear layers, including mixing layers over cavities, impinging jets, blown flaps, and exhaust plumes, may be encountered in such flowfields. Since these free shear layers are usually turbulent, appropriate turbulence models must be utilized in computations in order to accurately simulate these flow features. The HPCC program is relying heavily on parallel computers. A Navier-Stokes solver (POVERFLOW) utilizing the Baldwin-Lomax algebraic turbulence model was developed and tested on a 128-node Intel iPSC/860. Algebraic turbulence models run very fast, and give good results for many flowfields. For complex flowfields such as those mentioned above, however, they are often inadequate. It was therefore deemed that a two-equation turbulence model will be required for the HPA computations. The k-epsilon two-equation turbulence model was implemented on the Intel iPSC/860. Both the Chien low-Reynolds-number model and a generalized wall-function formulation were included.

  11. Static investigation of the circulation control wing/upper surface blowing concept applied to the quiet short haul research aircraft

    NASA Technical Reports Server (NTRS)

    Eppel, J. C.; Shovlin, M. D.; Jaynes, D. N.; Englar, R. J.; Nichols, J. H., Jr.

    1982-01-01

    Full scale static investigations were conducted on the Quiet Short Haul Research Aircraft (QSRA) to determine the thrust deflecting capabilities of the circulation control wing/upper surface blowing (CCW/USB) concept. This scheme, which combines favorable characteristics of both the A-6/CCW and QSRA, employs the flow entrainment properties of CCW to pneumatically deflect engine thrust in lieu of the mechanical USB flap system. Results show that the no moving parts blown system produced static thrust deflections in the range of 40 deg to 97 deg (depending on thrust level) with a CCW pressure of 208,900 Pa (30.3 psig). In addition, the ability to vary horizontal forces from thrust to drag while maintaining a constant vertical (or lift) value was demonstrated by varying the blowing pressure. The versatility of the CCW/USB system, if applied to a STOL aircraft, was confirmed, where rapid conversion from a high drag approach mode to a thrust recovering waveoff or takeoff configuration could be achieved by nearly instantaneous blowing pressure variation.

  12. Subsonic Maneuvering Effectiveness of High Performance Aircraft Which Employ Quasi-Static Shape Change Devices

    NASA Technical Reports Server (NTRS)

    Montgomery, Raymond C.; Scott, Michael A.; Weston, Robert P.

    1998-01-01

    This paper represents an initial study on the use of quasi-static shape change devices in aircraft maneuvering. The macroscopic effects and requirements for these devices in flight control are the focus of this study. Groups of devices are postulated to replace the conventional leading-edge flap (LEF) and the all-moving wing tip (AMT) on the tailless LMTAS-ICE (Lockheed Martin Tactical Aircraft Systems - Innovative Control Effectors) configuration. The maximum quasi-static shape changes are 13.8% and 7.7% of the wing section thickness for the LEF and AMT replacement devices, respectively. A Computational Fluid Dynamics (CFD) panel code is used to determine the control effectiveness of groups of these devices. A preliminary design of a wings-leveler autopilot is presented. Initial evaluation at 0.6 Mach at 15,000 ft. altitude is made through batch simulation. Results show small disturbance stability is achieved, however, an increase in maximum distortion is needed to statically offset five degrees of sideslip. This only applies to the specific device groups studied, encouraging future research on optimal device placement.

  13. An Aerodynamic Assessment of Micro-Drag Generators (MDGs)

    NASA Technical Reports Server (NTRS)

    Bauer, Steven X. S.

    1998-01-01

    Commercial transports as well as fighter aircraft of the future are being designed with very low drag (friction and pressure). Concurrently, commuter airports are being built or envisioned to be built in the centers of metropolitan areas where shorter runways and/or reduced noise footprints on takeoff and landing are required. These requirements and the fact that drag is lower on new vehicles than on older aircraft have resulted in vehicles that require a large amount of braking force (from landing-gear brakes, spoilers, high-lift flaps, thrust reversers, etc.). Micro-drag generators (MDGs) were envisioned to create a uniformly distributed drag force along a vehicle by forcing the flow to separate on the aft-facing surface of a series of deployable devices, thus, generating drag. The devices are intended to work at any speed and for any type of vehicle (aircraft, ground vehicles, sea-faring vehicles). MDGs were applied to a general aviation wing and a representative fuselage shape and tested in two subsonic wind tunnels. The results showed increases in drag of 2 to 6 times that of a "clean" configuration.

  14. Results of a carrier aircraft (model AX13191-4) verification test in the Boeing transonic wind tunnel using a 0.03-scale 747 CAM/orbiter model 45-0 (CA6), volume 1

    NASA Technical Reports Server (NTRS)

    1976-01-01

    Force and moment data were obtained on each vehicle both mated and separated. The investigation included the effects of orbiter incidence, orbiter tail cone, orbiter strut fairings, elevon, and body flap settings. Analysis of the data indicated the 747 is suitable as a carrier of the orbiter in both the ALT launch and ferry mode. The effect of configuration changes on drag and stability was determined.

  15. Analysis of Low-Speed Stall Aerodynamics of a Business Jets Wing Using STAR-CCM+

    NASA Technical Reports Server (NTRS)

    Bui, Trong

    2016-01-01

    Reynolds-Averaged Navier-Stokes (RANS) computational fluid dynamics (CFD) analysis was conducted: to study the low-speed stall aerodynamics of a GIII aircrafts swept wing modified with (1) a laminar-flow wing glove, or (2) a seamless flap. The stall aerodynamics of these two different wing configurations were analyzed and compared with the unmodified baseline wing for low-speed flight. The Star-CCM+ polyhedral unstructured CFD code was first validated for wing stall predictions using the wing-body geometry from the First AIAA CFD High-Lift Prediction Workshop.

  16. QCSEE Over-the-Wing Engine Acoustic Data

    NASA Technical Reports Server (NTRS)

    Bloomer, H. E.; Loeffler, I. J.

    1982-01-01

    The over the wing (OTW) Quiet, Clean, Short Haul Experimental Engine (QCSEE) was tested at the NASA Lewis Engine Noise Test Facility. A boilerplate (nonflight weight), high throat Mach number, acoustically treated inlet and a D shaped OTW exhaust nozzle with variable position side doors were used in the tests along with wing and flap segments to simulate an installation on a short haul transport aircraft. All of the acoustic test data from 10 configurations are documented in tabular form. Some selected narrowband and 1/3 octave band plots of sound pressure level are presented.

  17. Substituted Cyclohexene Endcaps for Polymers with Thermal-Oxidative Stability

    NASA Technical Reports Server (NTRS)

    2005-01-01

    This invention relates to polyimides having improved thermal-oxidative stability, to the process of preparing said polyimides, and the use of polyimide prepolymers in the preparation of prepregs and composites. The polyimides are particularly usefull in the preparation of fiber-reinforced, high-temperature composites for use in various engine parts including inlets, fan ducts, exit flaps and other parts of high speed aircraft. The polyimides are derived from the polymerization of effective amounts of at least one tetracarboxylic dianhydride, at least one polyamine and a novel dicarboxylic endcap having the formula presented.

  18. Process Improvement Through Tool Integration in Aero-Mechanical Design

    NASA Technical Reports Server (NTRS)

    Briggs, Clark

    2010-01-01

    Emerging capabilities in commercial design tools promise to significantly improve the multi-disciplinary and inter-disciplinary design and analysis coverage for aerospace mechanical engineers. This paper explores the analysis process for two example problems of a wing and flap mechanical drive system and an aircraft landing gear door panel. The examples begin with the design solid models and include various analysis disciplines such as structural stress and aerodynamic loads. Analytical methods include CFD, multi-body dynamics with flexible bodies and structural analysis. Elements of analysis data management, data visualization and collaboration are also included.

  19. Automatic identification of bird targets with radar via patterns produced by wing flapping.

    PubMed

    Zaugg, Serge; Saporta, Gilbert; van Loon, Emiel; Schmaljohann, Heiko; Liechti, Felix

    2008-09-06

    Bird identification with radar is important for bird migration research, environmental impact assessments (e.g. wind farms), aircraft security and radar meteorology. In a study on bird migration, radar signals from birds, insects and ground clutter were recorded. Signals from birds show a typical pattern due to wing flapping. The data were labelled by experts into the four classes BIRD, INSECT, CLUTTER and UFO (unidentifiable signals). We present a classification algorithm aimed at automatic recognition of bird targets. Variables related to signal intensity and wing flapping pattern were extracted (via continuous wavelet transform). We used support vector classifiers to build predictive models. We estimated classification performance via cross validation on four datasets. When data from the same dataset were used for training and testing the classifier, the classification performance was extremely to moderately high. When data from one dataset were used for training and the three remaining datasets were used as test sets, the performance was lower but still extremely to moderately high. This shows that the method generalizes well across different locations or times. Our method provides a substantial gain of time when birds must be identified in large collections of radar signals and it represents the first substantial step in developing a real time bird identification radar system. We provide some guidelines and ideas for future research.

  20. 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.

  1. Flow Field Characteristics and Lift Changing Mechanism for Half-Rotating Wing in Hovering Flight

    NASA Astrophysics Data System (ADS)

    Li, Q.; Wang, X. Y.; Qiu, H.; Li, C. M.; Qiu, Z. Z.

    2017-12-01

    Half-rotating wing (HRW) is a new similar-flapping wing system based on half-rotating mechanism which could perform rotating-type flapping instead of oscillating-type flapping. The characteristics of flow field and lift changing mechanism for HRW in hovering flight are important theoretical basis to improve the flight capability of HRW aircraft. The driving mechanism and work process of HRW were firstly introduced in this paper. Aerodynamic simulation model of HRW in hovering flight was established and solved using XFlow software, by which lift changing rule of HRW was drawn from the simulation solution. On the other hand, the development and shedding of the distal vortex throughout one stroke would lead to the changes of the lift force. Based on analyzing distribution characteristics of vorticity, velocity and pressure around wing blade, the main features of the flow field for HRW were further given. The distal attached vortex led to the increase of the lift force, which would gradually shed into the wake with a decline of lift in the later downstroke. The wake ring directed by the distal end of the blade would generate the downward accelerating airflow which produced the upward anti-impulse to HRW. The research results mentioned above illustrated that the behavior characteristics of vortex formed in flow field were main cause of lift changing for HRW.

  2. 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.

  3. 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.

  4. Sensitivity of Runway Occupancy Time (ROT) to Various Rollout and Turnoff (ROTO) Factors. Volume 1

    NASA Technical Reports Server (NTRS)

    Goldthorpe, S. H.

    1997-01-01

    The Terminal Area Productivity (TAP) research program was initiated by NASA to increase the airport capacity for transport aircraft operations. One element of the research program is called Low Visibility Landing and Surface Operations (LVLASO). A goal of the LVLASO research is to develop transport aircraft technologies which reduce Runway Occupancy Time (ROT) so that it does not become the limiting factor in the terminal area operations that determine the capacity of a runway. Under LVLASO, the objective of this study was to determine the sensitivity of ROT to various factors associated with the Rollout and Turnoff (ROTO) operation for transport aircraft. The following operational factors were studied and are listed in the order of decreasing ROT sensitivity: ice/flood runway surface condition, exit entrance ground speed, number of exits, high-speed exit locations and spacing, aircraft type, touchdown ground speed standard deviation, reverse thrust and braking method, accurate exit prediction capability, maximum reverse thrust availability, spiral-arc vs. circle-arc exit geometry, dry/slush/wet/snow runway surface condition, maximum allowed deceleration, auto asymmetric braking on exit, do not stow reverse thrust before the exit, touchdown longitudinal location standard deviation, flap setting, anti-skid efficiency, crosswind conditions, stopping on the exit and touchdown lateral offset.

  5. Sensitivity of Runway Occupancy Time (ROT) to Various Rollout and Turnoff (ROTO) Factors. Volume 2; Complete Set of Plotted Data

    NASA Technical Reports Server (NTRS)

    Goldthorpe, S. H.

    1997-01-01

    The Terminal Area Productivity (TAP) research program was initiated by NASA to increase the airport capacity for transport aircraft operations. One element of the research program is called Low Visibility Landing and Surface Operations (LVLASO). A goal of the LVLASO research is to develop transport aircraft technologies which reduce Runway Occupancy Time (ROT) so that it does not become the limiting factor in the terminal area operations that determine the capacity of a runway. Under LVLASO, the objective of this study was to determine the sensitivity of ROT to various factors associated with the Rollout and Turnoff (ROTO) operation for transport aircraft. The following operational factors were studied and are listed in the order of decreasing ROT sensitivity: ice/flood runway surface condition, exit entrance ground speed, number of exits, high-speed exit locations and spacing, aircraft type, touchdown ground speed standard deviation, reverse thrust and braking method, accurate exit prediction capability, maximum reverse thrust availability, spiral-arc vs. circle-arc exit geometry, dry/slush/wet/snow runway surface condition, maximum allowed deceleration, auto asymmetric braking on exit, do not stow reverse thrust before the exit, touchdown longitudinal location standard deviation, flap setting, anti-skid efficiency, crosswind conditions, stopping on the exit and touchdown lateral offset.

  6. A Process for Assessing NASA's Capability in Aircraft Noise Prediction Technology

    NASA Technical Reports Server (NTRS)

    Dahl, Milo D.

    2008-01-01

    An acoustic assessment is being conducted by NASA that has been designed to assess the current state of the art in NASA s capability to predict aircraft related noise and to establish baselines for gauging future progress in the field. The process for determining NASA s current capabilities includes quantifying the differences between noise predictions and measurements of noise from experimental tests. The computed noise predictions are being obtained from semi-empirical, analytical, statistical, and numerical codes. In addition, errors and uncertainties are being identified and quantified both in the predictions and in the measured data to further enhance the credibility of the assessment. The content of this paper contains preliminary results, since the assessment project has not been fully completed, based on the contributions of many researchers and shows a select sample of the types of results obtained regarding the prediction of aircraft noise at both the system and component levels. The system level results are for engines and aircraft. The component level results are for fan broadband noise, for jet noise from a variety of nozzles, and for airframe noise from flaps and landing gear parts. There are also sample results for sound attenuation in lined ducts with flow and the behavior of acoustic lining in ducts.

  7. Reverse Engineering Crosswind Limits - A New Flight Test Technique?

    NASA Technical Reports Server (NTRS)

    Asher, Troy A.; Willliams, Timothy L.; Strovers, Brian K.

    2013-01-01

    During modification of a Gulfstream III test bed aircraft for an experimental flap project, all roll spoiler hardware had to be removed to accommodate the test article. In addition to evaluating the effects on performance and flying qualities resulting from the modification, the test team had to determine crosswind limits for an airplane previously certified with roll spoilers. Predictions for the modified aircraft indicated the maximum amount of steady state sideslip available during the approach and landing phase would be limited by aileron authority rather than by rudder. Operating out of a location that tends to be very windy, an arbitrary and conservative wind limit would have either been overly restrictive or potentially unsafe if chosen poorly. When determining a crosswind limit, how much reserve roll authority was necessary? Would the aircraft, as configured, have suitable handling qualities for long-term use as a flying test bed? To answer these questions, the test team combined two typical flight test techniques into a new maneuver called the sideslip-to-bank maneuver, and was able to gather flying qualities data, evaluate aircraft response and measure trends for various crosswind scenarios. This paper will describe the research conducted, the maneuver, flight conditions, predictions, and results from this in-flight evaluation of crosswind capability.

  8. Airframe noise prediction evaluation

    NASA Technical Reports Server (NTRS)

    Yamamoto, Kingo J.; Donelson, Michael J.; Huang, Shumei C.; Joshi, Mahendra C.

    1995-01-01

    The objective of this study is to evaluate the accuracy and adequacy of current airframe noise prediction methods using available airframe noise measurements from tests of a narrow body transport (DC-9) and a wide body transport (DC-10) in addition to scale model test data. General features of the airframe noise from these aircraft and models are outlined. The results of the assessment of two airframe prediction methods, Fink's and Munson's methods, against flight test data of these aircraft and scale model wind tunnel test data are presented. These methods were extensively evaluated against measured data from several configurations including clean, slat deployed, landing gear-deployed, flap deployed, and landing configurations of both DC-9 and DC-10. They were also assessed against a limited number of configurations of scale models. The evaluation was conducted in terms of overall sound pressure level (OASPL), tone corrected perceived noise level (PNLT), and one-third-octave band sound pressure level (SPL).

  9. Wind-tunnel investigation of a large-scale VTOL aircraft model with wing root and wing thrust augmentors. [Ames 40 by 80 foot wind tunnel

    NASA Technical Reports Server (NTRS)

    Aoyagi, K.; Aiken, T. N.

    1979-01-01

    Tests were conducted in the Ames 40 by 80 foot wind tunnel to determine the aerodynamic characteristics of a large-scale V/STOL aircraft model with thrust augmentors. The model had a double-delta wing of aspect ratio 1.65 with augmentors located in the wing root and the wing trailing edge. The supply air for the augmentor primary nozzles was provided by the YJ-97 turbojet engine. The airflow was apportioned approximately 74 percent to the wing root augmentor and 24 percent to wing augmentor. Results were obtained at several trailing-edge flap deflections with the nozzle jet-momentum coefficients ranging from 0 to 7.9. Three-component longitudinal data are presented with the agumentor operating with and without the horizontal tail. A limited amount of six component data are also presented.

  10. Upper surface blowing noise of the NASA-Ames quiet short-haul research aircraft

    NASA Technical Reports Server (NTRS)

    Bohn, A. J.; Shovlin, M. D.

    1980-01-01

    An experimental study of the propulsive-lift noise of the NASA-Ames quiet short-haul research aircraft (QSRA) is described. Comparisons are made of measured QSRA flyover noise and model propulsive-lift noise data available in references. Developmental tests of trailing-edge treatments were conducted using sawtooth-shaped and porous USB flap trailing-edge extensions. Small scale parametric tests were conducted to determine noise reduction/design relationships. Full-scale static tests were conducted with the QSRA preparatory to the selection of edge treatment designs for flight testing. QSRA flight and published model propulsive-lift noise data have similar characteristics. Noise reductions of 2 to 3 dB were achieved over a wide range of frequency and directivity angles in static tests of the QSRA. These noise reductions are expected to be achieved or surpassed in flight tests planned by NASA in 1980.

  11. Low-speed wind-tunnel investigation of the longitudinal characteristics of a large-scale variable wing-sweep fighter model in the high-lift configuration

    NASA Technical Reports Server (NTRS)

    Eckert, W. T.; Maki, R. L.

    1973-01-01

    The low-speed characteristics of a large-scale model of the U. S. Navy/Grumman F-14A aircraft were studied in tests conducted in the Ames Research Center 40- by 80-Foot Wind Tunnel. The primary purpose of the program was the determination of lift and stability levels and landing approach attitude of the aircraft in its high-lift configuration. Tests were conducted at wing angles of attack between minus 2 deg and 30 deg with zero yaw. Data were taken at Reynolds numbers ranging from 3.48 million to 9.64 million based on a wing mean aerodynamic chord of 7.36 ft. The model configuration was changed as required to show the effects of glove slat, wing slat leading-edge radius, cold flow ducting, flap deflection, direct lift control (spoilers), horizontal tail, speed brake, landing gear and missiles.

  12. X-15 #2 landing accident at Mud Lake, Nevada on November 9, 1962 after flight 2-31-52

    NASA Image and Video Library

    1962-11-09

    NASA research pilot Jack McKay was injured in a crash landing of the X-15 #2 on November 9, 1962. Following the launch from the B-52 to begin flight 2-31-52, he started the X-15's rocket engine, only to discover that it produced just 30 percent of its maximum thrust. He had to make a high-speed emergency landing on Mud Lake, NV, without flaps but with a significant amount of fuel still in the aircraft. As the X-15 slid across the lakebed, the left skid collapsed; the aircraft turned sideways and flipped onto its back. McKay suffered back injuries but was eventually able to resume X-15 pilot duties, making 22 more flights. The X-15 was sent back to North American Aviation and rebuilt into the X-15A-2.

  13. Phased Acoustic Array Measurements of a 5.75 Percent Hybrid Wing Body Aircraft

    NASA Technical Reports Server (NTRS)

    Burnside, Nathan J.; Horne, William C.; Elmer, Kevin R.; Cheng, Rui; Brusniak, Leon

    2016-01-01

    Detailed acoustic measurements of the noise from the leading-edge Krueger flap of a 5.75 percent Hybrid Wing Body (HWB) aircraft model were recently acquired with a traversing phased microphone array in the AEDC NFAC (Arnold Engineering Development Complex, National Full Scale Aerodynamics Complex) 40- by 80-Foot Wind Tunnel at NASA Ames Research Center. The spatial resolution of the array was sufficient to distinguish between individual support brackets over the full-scale frequency range of 100 to 2875 Hertz. For conditions representative of landing and take-off configuration, the noise from the brackets dominated other sources near the leading edge. Inclusion of flight-like brackets for select conditions highlights the importance of including the correct number of leading-edge high-lift device brackets with sufficient scale and fidelity. These measurements will support the development of new predictive models.

  14. AFC-Enabled Simplified High-Lift System Integration Study

    NASA Technical Reports Server (NTRS)

    Hartwich, Peter M.; Dickey, Eric D.; Sclafani, Anthony J.; Camacho, Peter; Gonzales, Antonio B.; Lawson, Edward L.; Mairs, Ron Y.; Shmilovich, Arvin

    2014-01-01

    The primary objective of this trade study report is to explore the potential of using Active Flow Control (AFC) for achieving lighter and mechanically simpler high-lift systems for transonic commercial transport aircraft. This assessment was conducted in four steps. First, based on the Common Research Model (CRM) outer mold line (OML) definition, two high-lift concepts were developed. One concept, representative of current production-type commercial transonic transports, features leading edge slats and slotted trailing edge flaps with Fowler motion. The other CRM-based design relies on drooped leading edges and simply hinged trailing edge flaps for high-lift generation. The relative high-lift performance of these two high-lift CRM variants is established using Computational Fluid Dynamics (CFD) solutions to the Reynolds-Averaged Navier-Stokes (RANS) equations for steady flow. These CFD assessments identify the high-lift performance that needs to be recovered through AFC to have the CRM variant with the lighter and mechanically simpler high-lift system match the performance of the conventional high-lift system. Conceptual design integration studies for the AFC-enhanced high-lift systems were conducted with a NASA Environmentally Responsible Aircraft (ERA) reference configuration, the so-called ERA-0003 concept. These design trades identify AFC performance targets that need to be met to produce economically feasible ERA-0003-like concepts with lighter and mechanically simpler high-lift designs that match the performance of conventional high-lift systems. Finally, technical challenges are identified associated with the application of AFC-enabled highlift systems to modern transonic commercial transports for future technology maturation efforts.

  15. Dynamics and control of robotic aircraft with articulated wings

    NASA Astrophysics Data System (ADS)

    Paranjape, Aditya Avinash

    There is a considerable interest in developing robotic aircraft, inspired by birds, for a variety of missions covering reconnaissance and surveillance. Flapping wing aircraft concepts have been put forth in light of the efficiency of flapping flight at small scales. These aircraft are naturally equipped with the ability to rotate their wings about the root, a form of wing articulation. This thesis covers some problems concerning the performance, stability and control of robotic aircraft with articulated wings in gliding flight. Specifically, we are interested in aircraft without a vertical tail, which would then use wing articulation for longitudinal as well as lateral-directional control. Although the dynamics and control of articulated wing aircraft share several common features with conventional fixed wing aircraft, the presence of wing articulation presents several unique benefits as well as limitations from the perspective of performance and control. One of the objective of this thesis is to understand these features using a combination of theoretical and numerical tools. The aircraft concept envisioned in this thesis uses the wing dihedral angles for longitudinal and lateral-directional control. Aircraft with flexible articulated wings are also investigated. We derive a complete nonlinear model of the flight dynamics incorporating dynamic CG location and the changing moment of inertia. We show that symmetric dihedral configuration, along with a conventional horizontal tail, can be used to control flight speed and flight path angle independently of each other. This characteristic is very useful for initiating an efficient perching maneuver. It is shown that wing dihedral angles alone can effectively regulate sideslip during rapid turns and generate a wide range of equilibrium turn rates while maintaining a constant flight speed and regulating sideslip. We compute the turning performance limitations that arise due to the use of wing dihedral for yaw control, and compare the steady state performance of rigid and flexible-winged aircraft. We present an intuitive but very useful notion, called the effective dihedral, which allows us to extend some of the stability and performance results derived for rigid aircraft to flexible aircraft. In the process, we identify the extent of flexibility needed to induce substantial performance benefits, and conversely the extent to which results derived for rigid aircraft apply to a flexible aircraft. We demonstrate, interestingly enough, that wing flexibility actually causes a deterioration in the maximum achievable turn rate when the sideslip is regulated. We also present experimental results which help demonstrate the capability of wing dihedral for control and for executing maneuvers such as slow, rapid descent and perching. Open loop as well as closed loop experiments are performed to demonstrate (a) the effectiveness of symmetric dihedral for flight path angle control, (b) yaw control using asymmetric dihedral, and (c) the elements of perching. Using a simple order of magnitude analysis, we derive conditions under which the wing is structurally statically stable, as well as conditions under which there exists time scale separation between the bending and twisting dynamics. We show that the time scale separation depends on the geometry of the wing cross section, the Poisson's ratio of the wing material, the flight speed and the aspect ratio of the wing. We design independent control laws for bending and twisting. A key contribution of this thesis is the formulation of a partial differential equation (PDE) boundary control problem for wing deformation. PDE-backstepping is used to derive tracking and exponentially stabilizing boundary control laws for wing twist which ensure that a weighted integral of the wing twist (net lift or the rolling moment) tracks the desired time-varying reference input. We show that a control law which only ensures tracking of a weighted integral improves the stability margin of the twisting dynamics sixteen fold. A tracking control law is derived for the wing tip displacement which uses motion planning and a novel two-stage perturbation observer. This work on PDE-based control of wing deformation allows for the use of highly flexible wings on MAVs. Put together, the thesis provides a comprehensive understanding of the flight dynamics of a robotic aircraft equipped with articulated wings, and provides a set of control laws for performing agile maneuvers and for honing the benefits of using highly flexible wings.

  16. Hawkmoth flight performance in tornado-like whirlwind vortices.

    PubMed

    Ortega-Jimenez, Victor Manuel; Mittal, Rajat; Hedrick, Tyson L

    2014-06-01

    Vertical vortex systems such as tornadoes dramatically affect the flight control and stability of aircraft. However, the control implications of smaller scale vertically oriented vortex systems for small fliers such as animals or micro-air vehicles are unknown. Here we examined the flapping kinematics and body dynamics of hawkmoths performing hovering flights (controls) and maintaining position in three different whirlwind intensities with transverse horizontal velocities of 0.7, 0.9 and 1.2 m s(-1), respectively, generated in a vortex chamber. The average and standard deviation of yaw and pitch were respectively increased and reduced in comparison with hovering flights. Average roll orientation was unchanged in whirlwind flights but was more variable from wingbeat to wingbeat than in hovering. Flapping frequency remained unchanged. Wingbeat amplitude was lower and the average stroke plane angle was higher. Asymmetry was found in the angle of attack between right and left wings during both downstroke and upstroke at medium and high vortex intensities. Thus, hawkmoth flight control in tornado-like vortices is achieved by a suite of asymmetric and symmetric changes to wingbeat amplitude, stroke plane angle and principally angle of attack.

  17. Biomimetic Flow Control

    NASA Technical Reports Server (NTRS)

    Anders, John B.

    2000-01-01

    Biologic flight has undoubtedly intrigued man for thousands of years, yet it has been only the last 100 years or so that any serious challenge has been mounted to the pre-eminence of birds. Although present-day large-scale aircraft are now clearly able to fly higher, faster and farther than any bird or insect, it is obvious that these biological creatures have a mastery of low Reynolds number, unsteady flows that is unrivaled by man-made systems. This paper suggests that biological flight should be examined for mechanisms that may apply to engineered flight systems, especially in the emerging field of small-scale, uninhabited aerial vehicles (UAV). This paper discusses the kinematics and aerodynamics of bird and insect flight, including some aspects of unsteady aerodynamics. The dynamics of flapping wing flight is briefly examined, including gait selection, flapping frequency and amplitude selection, as well as wing planform and angle-of-attack dynamics. Unsteady aerodynamic mechanisms as practiced by small birds and insects are reviewed. Drag reduction morphologies of birds and marine animals are discussed and fruitful areas of research are suggested.

  18. Progress in Flaps Down Flight Reynolds Number Testing Techniques at the NTF

    NASA Technical Reports Server (NTRS)

    Payne, Frank; Bosetti, Cris; Gatlin, Greg; Tuttle, Dave; Griffiths, Bob

    2007-01-01

    A series of NASA/Boeing cooperative low speed wind tunnel tests was conducted in the National Transonic Facility (NTF) between 2003 and 2004 using a semi-span high lift model representative of the 777-200 aircraft. The objective of this work was to develop the capability to acquire high quality, low speed (flaps down) wind tunnel data at up to flight Reynolds numbers in a facility originally optimized for high speed full span models. In the course of testing, a number of facility and procedural improvements were identified and implemented. The impact of these improvements on key testing metrics data quality, productivity, and so forth - was significant, and is discussed here, together with the relevance of these metrics as applied to cryogenic wind tunnel testing in general. Details of the improvements at the NTF are discussed in AIAA-2006-0508 (Recent Improvements in Semi-span Testing at the National Transonic Facility). The development work at the NTF culminated with validation testing of a 787-8 semi-span model at full flight Reynolds number in the first quarter of 2006.

  19. Peak Seeking Control for Reduced Fuel Consumption with Preliminary Flight Test Results

    NASA Technical Reports Server (NTRS)

    Brown, Nelson

    2012-01-01

    The Environmentally Responsible Aviation project seeks to accomplish the simultaneous reduction of fuel burn, noise, and emissions. A project at NASA Dryden Flight Research Center is contributing to ERAs goals by exploring the practical application of real-time trim configuration optimization for enhanced performance and reduced fuel consumption. This peak-seeking control approach is based on Newton-Raphson algorithm using a time-varying Kalman filter to estimate the gradient of the performance function. In real-time operation, deflection of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of a modified F-18 are directly optimized, and the horizontal stabilators and angle of attack are indirectly optimized. Preliminary results from three research flights are presented herein. The optimization system found a trim configuration that required approximately 3.5% less fuel flow than the baseline trim at the given flight condition. The algorithm consistently rediscovered the solution from several initial conditions. These preliminary results show the algorithm has good performance and is expected to show similar results at other flight conditions and aircraft configurations.

  20. Design integration and noise studies for jet STOL aircraft. Task 7A: Augmentor wing cruise blowing valveless system. Volume 1: System design and test integration

    NASA Technical Reports Server (NTRS)

    Roepcke, F. A.; Nickson, T. B.

    1973-01-01

    Exploratory design studies conducted to establish the configuration of an augmentor wing vruise blowing (valveless) system in a 150-passenger STOL airplane were reported in NASA CR-114570. Those studies have been updated to incorporate the results of static rig, flow duct, and wind tunnel tests. Minor adjustments in duct flow velocity, flap length, and blowing nozzle geometry were incorporated to provide airplane characteristics that minimize takeoff gross weight and achieve sideline noise objectives for an advanced commercial STOL airplane.

  1. Structured Finite Volume Modeling of U.S. Navy Aircraft Engine Test Cells Task 2: Turboprop Engine Vol 1

    DTIC Science & Technology

    1993-06-01

    propeller was modeled using an actuator disk model, where in all of the net results of the propeller (wash, swirl, turbulence) are modeled as source...8217)DUCTI* ~ hVAILJZL TV D0*C) ME.UUT FULLY’ LEGIBLE FREPROI)UCTIM 𔃾S \\JiA~v~r (r7, CL w4 bj4 APPENDIX B COPY AVAUAEL TO e MonC DO* IOT flR=1 VULL...dynamics HVAC systems, energy loss measurement, power ARMY FlAP generation) BDG Shore Faciltes 3B Controls and electrical conservation (electrical systems

  2. High-temperature acoustic test facilities and methods

    NASA Astrophysics Data System (ADS)

    Pearson, Jerome

    1994-09-01

    The Wright Laboratory is the Air Force center for air vehicles, responsible for developing advanced technology and incorporating it into new flight vehicles and for continuous technological improvement of operational air vehicles. Part of that responsibility is the problem of acoustic fatigue. With the advent of jet aircraft in the 1950's, acoustic fatigue of aircraft structure became a significant problem. In the 1960's the Wright Laboratory constructed the first large acoustic fatigue test facilities in the United States, and the laboratory has been a dominant factor in high-intensity acoustic testing since that time. This paper discusses some of the intense environments encountered by new and planned Air Force flight vehicles, and describes three new acoustic test facilities of the Wright Laboratory designed for testing structures in these dynamic environments. These new test facilities represent the state of the art in high-temperature, high-intensity acoustic testing and random fatigue testing. They will allow the laboratory scientists and engineers to test the new structures and materials required to withstand the severe environments of captive-carry missiles, augmented lift wings and flaps, exhaust structures of stealth aircraft, and hypersonic vehicle structures well into the twenty-first century.

  3. Application of empirical and linear methods to VSTOL powered-lift aerodynamics

    NASA Technical Reports Server (NTRS)

    Margason, Richard; Kuhn, Richard

    1988-01-01

    Available prediction methods applied to problems of aero/propulsion interactions for short takeoff and vertical landing (STOVL) aircraft are critically reviewed and an assessment of their strengths and weaknesses provided. The first two problems deal with aerodynamic performance effects during hover: (1) out-of-ground effect, and (2) in-ground effect. The first can be evaluated for some multijet cases; however, the second problem is very difficult to evaluate for multijets. The ground-environment effects due to wall jets and fountain flows directly affect hover performance. In a related problem: (3) hot-gas ingestion affects the engine operation. Both of these problems as well as jet noise affect the ability of people to work near the aircraft and the ability of the aircraft to operate near the ground. Additional problems are: (4) the power-augmented lift due to jet-flap effects (both in- and out-of-ground effects), and (5) the direct jet-lift effects during short takeoff and landing (STOL) operations. The final problem: (6) is the aerodynamic/propulsion interactions in transition between hover and wing-borne flight. Areas where modern CFD methods can provide improvements to current computational capabilities are identified.

  4. Prediction of effects of wing contour modifications on low-speed maximum lift and transonic performance for the EA-6B aircraft

    NASA Technical Reports Server (NTRS)

    Allison, Dennis O.; Waggoner, E. G.

    1990-01-01

    Computational predictions of the effects of wing contour modifications on maximum lift and transonic performance were made and verified against low speed and transonic wind tunnel data. This effort was part of a program to improve the maneuvering capability of the EA-6B electronics countermeasures aircraft, which evolved from the A-6 attack aircraft. The predictions were based on results from three computer codes which all include viscous effects: MCARF, a 2-D subsonic panel code; TAWFIVE, a transonic full potential code; and WBPPW, a transonic small disturbance potential flow code. The modifications were previously designed with the aid of these and other codes. The wing modifications consists of contour changes to the leading edge slats and trailing edge flaps and were designed for increased maximum lift with minimum effect on transonic performance. The prediction of the effects of the modifications are presented, with emphasis on verification through comparisons with wind tunnel data from the National Transonic Facility. Attention is focused on increments in low speed maximum lift and increments in transonic lift, pitching moment, and drag resulting from the contour modifications.

  5. 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.

  6. Parameter identification studies on the NASA/Ames Research Center Advanced Concepts Flight Simulator. M.S. Thesis

    NASA Technical Reports Server (NTRS)

    Mckavitt, Thomas P., Jr.

    1990-01-01

    The results of an aircraft parameters identification study conducted on the National Aeronautics and Space Administration/Ames Research Center Advanced Concepts Flight Simulator (ACFS) in conjunction with the Navy-NASA Joint Institute of Aeronautics are given. The ACFS is a commercial airline simulator with a design based on future technology. The simulator is used as a laboratory for human factors research and engineering as applied to the commercial airline industry. Parametric areas examined were engine pressure ratio (EPR), optimum long range cruise Mach number, flap reference speed, and critical take-off speeds. Results were compared with corresponding parameters of the Boeing 757 and 767 aircraft. This comparison identified two areas where improvements can be made: (1) low maximum lift coefficients (on the order of 20-25 percent less than those of a 757); and (2) low optimum cruise Mach numbers. Recommendations were made to those anticipated with the application of future technologies.

  7. Morphing Wings: A Study Using High-Fidelity Aerodynamic Shape Optimization

    NASA Astrophysics Data System (ADS)

    Curiale, Nathanael J.

    With the aviation industry under pressure to reduce fuel consumption, morphing wings have the capacity to improve aircraft performance, thereby making a significant contribution to reversing climate change. Through high-fidelity aerodynamic shape optimization, various forms of morphing wings are assessed for a hypothetical regional-class aircraft. The framework used solves the Reynolds-averaged Navier-Stokes equations and utilizes a gradient-based optimization algorithm. Baseline geometries are developed through multipoint optimization, where the average drag coefficient is minimized over a range of flight conditions with additional dive constraints. Morphing optimizations are then performed, beginning with these baseline shapes. Five distinct types of morphing are investigated and compared. Overall, a theoretical fully adaptable wing produces roughly a 2% improvement in average performance, whereas trailing-edge morphing with a 27-point multipoint baseline results in just over a 1% improvement in average performance. Trailing-edge morphing proves to be more beneficial than leading-edge morphing, upper-surface morphing, and a conventional flap.

  8. Studies in tilt-rotor VTOL aircraft aeroelasticity, volume 1. Ph.D. Thesis - Case Western Reserve Univ.

    NASA Technical Reports Server (NTRS)

    Kvaternik, R. G.

    1973-01-01

    Aeroelastic and dynamic studies which complement and extend various aspects of technology applicable to tilt-rotor VTOL aircraft are discussed. Particular attention is given to proprotor/pylon whirl instability, a precession-type instability akin to propeller/nacelle whirl flutter. The blade flapping and pitch-change freedoms of a proprotor are shown to lead to a fundamentally different situation as regards the manner in which the precession-generated aerodynamic forces and moments act on the pylon and induce whirl flutter relative to that of a propeller. The implication of these forces and moments with regard to their capacity for instigating a whirl instability is examined, demonstrating why a proprotor can exhibit whirl flutter in either the backward or forward directions in contrast to a propeller which is found to always whirl in the backward direction. Analytical trend studies delineating the effect of several system design parameters on proprotor/pylon stability and response are shown.

  9. Excess Baggage for Birds: Inappropriate Placement of Tags on Gannets Changes Flight Patterns

    PubMed Central

    Vandenabeele, Sylvie P.; Grundy, Edward; Friswell, Michael I.; Grogan, Adam; Votier, Stephen C.; Wilson, Rory P.

    2014-01-01

    Devices attached to flying birds can hugely enhance our understanding of their behavioural ecology for periods when they cannot be observed directly. For this, scientists routinely attach units to either birds' backs or their tails. However, inappropriate payload distribution is critical in aircraft and, since birds and planes are subject to the same laws of physics during flight, we considered aircraft aerodynamic constraints to explain flight patterns displayed by northern gannets Sula bassana equipped with (small ca. 14 g) tail- and back-mounted accelerometers and (larger ca. 30 g) tail-mounted GPS units. Tail-mounted GPS-fitted birds showed significantly higher cumulative numbers of flap-glide cycles and a higher pitch angle of the tail than accelerometer-equipped birds, indicating problems with balancing inappropriately placed weights with knock-on consequences relating to energy expenditure. These problems can be addressed by carefully choosing where to place tags on birds according to the mass of the tags and the lifestyle of the subject species. PMID:24671007

  10. Comparison of X-31 Flight and Ground-Based Yawing Moment Asymmetries at High Angles of Attack

    NASA Technical Reports Server (NTRS)

    Cobleigh, Brent R.; Croom, Mark A.

    2001-01-01

    Significant yawing moment asymmetries were encountered during the high-angle-of-attack envelope expansion of the two X-31 aircraft. These asymmetries caused position saturations of the thrust-vectoring vanes and trailing-edge flaps during some stability-axis rolling maneuvers at high angles of attack. The two test aircraft had different asymmetry characteristics, and ship two has asymmetries that vary as a function of Reynolds number. Several aerodynamic modifications have been made to the X-31 forebody with the goal of minimizing the asymmetry. These modifications include adding transition strips on the forebody and noseboom, using two different length strakes, and increasing nose bluntness. Ultimately, a combination of forebody strakes, nose blunting, and noseboom transition strips reduced the yawing moment asymmetry enough to fully expand the high-angle-of-attack envelope. Analysis of the X-31 flight data is reviewed and compared to wind-tunnel and water-tunnel measurements. Several lessons learned are outlined regarding high-angle-of-attack configuration design and ground testing.

  11. The development of an augmentor wing jet STOL research aircraft (modified C-8A). Volume 2: Analysis of contractor's flight test

    NASA Technical Reports Server (NTRS)

    Skavdahl, H.; Patterson, D. H.

    1972-01-01

    The initial flight test phase of the modified C-8A airplane was conducted. The primary objective of the testing was to establish the basic airworthiness of the research vehicle. This included verification of the structural design and evaluation of the aircraft's systems. Only a minimum amount of performance testing was scheduled; this has been used to provide a preliminary indication of the airplane's performance and flight characteristics for future flight planning. The testing included flutter and loads investigations up to the maximum design speed. The operational characteristics of all systems were assessed including hydraulics, environmental control system, air ducts, the vectoring conical nozzles, and the stability augmentation system (SAS). Approaches to stall were made at three primary flap settings: up, 30 deg and 65 deg, but full stalls were not scheduled. Minimum control speeds and maneuver margins were checked. All takeoffs and landings were conventional, and STOL performance was not scheduled during this phase of the evaluation.

  12. Excess baggage for birds: inappropriate placement of tags on gannets changes flight patterns.

    PubMed

    Vandenabeele, Sylvie P; Grundy, Edward; Friswell, Michael I; Grogan, Adam; Votier, Stephen C; Wilson, Rory P

    2014-01-01

    Devices attached to flying birds can hugely enhance our understanding of their behavioural ecology for periods when they cannot be observed directly. For this, scientists routinely attach units to either birds' backs or their tails. However, inappropriate payload distribution is critical in aircraft and, since birds and planes are subject to the same laws of physics during flight, we considered aircraft aerodynamic constraints to explain flight patterns displayed by northern gannets Sula bassana equipped with (small ca. 14 g) tail- and back-mounted accelerometers and (larger ca. 30 g) tail-mounted GPS units. Tail-mounted GPS-fitted birds showed significantly higher cumulative numbers of flap-glide cycles and a higher pitch angle of the tail than accelerometer-equipped birds, indicating problems with balancing inappropriately placed weights with knock-on consequences relating to energy expenditure. These problems can be addressed by carefully choosing where to place tags on birds according to the mass of the tags and the lifestyle of the subject species.

  13. Flight experience with a fail-operational digital fly-by-wire control system

    NASA Technical Reports Server (NTRS)

    Brown, S. R.; Szalai, K. J.

    1977-01-01

    The NASA Dryden Flight Research Center is flight testing a triply redundant digital fly-by-wire (DFBW) control system installed in an F-8 aircraft. The full-time, full-authority system performs three-axis flight control computations, including stability and command augmentation, autopilot functions, failure detection and isolation, and self-test functions. Advanced control law experiments include an active flap mode for ride smoothing and maneuver drag reduction. This paper discusses research being conducted on computer synchronization, fault detection, fault isolation, and recovery from transient faults. The F-8 DFBW system has demonstrated immunity from nuisance fault declarations while quickly identifying truly faulty components.

  14. Comparison of jet Mach number decay data with a correlation and jet spreading contours for a large variety of nozzles

    NASA Technical Reports Server (NTRS)

    Groesbeck, D. E.; Huff, R. G.; Vonglahn, U. H.

    1977-01-01

    Small-scale circular, noncircular, single- and multi-element nozzles with flow areas as large as 122 sq cm were tested with cold airflow at exit Mach numbers from 0.28 to 1.15. The effects of multi-element nozzle shape and element spacing on jet Mach number decay were studied in an effort to reduce the noise caused by jet impingement on externally blown flap (EBF) STOL aircraft. The jet Mach number decay data are well represented by empirical relations. Jet spreading and Mach number decay contours are presented for all configurations tested.

  15. Parametric Study of Afterbody/nozzle Drag on Twin Two-dimensional Convergent-divergent Nozzles at Mach Numbers from 0.60 to 1.20

    NASA Technical Reports Server (NTRS)

    Pendergraft, Odis C., Jr.; Burley, James R., II; Bare, E. Ann

    1986-01-01

    An investigation has been conducted in the Langley 16-Foot Transonic Tunnel to determine the effects of upper and lower external nozzle flap geometry on the external afterbody/nozzle drag of nonaxisymmetric two-dimensional convergent-divergent exhaust nozzles having parallel external sidewalls installed on a generic twin-engine, fighter-aircraft model. Tests were conducted over a Mach number range from 0.60 to 1.20 and over an angle-of-attack range from -5 to 9 deg. Nozzle pressure ratio was varied from jet off (1.0) to approximately 10.0, depending on Mach number.

  16. Development of an Integrated Nonlinear Aeroservoelastic Flight Dynamic Model of the NASA Generic Transport Model

    NASA Technical Reports Server (NTRS)

    Nguyen, Nhan; Ting, Eric

    2018-01-01

    This paper describes a recent development of an integrated fully coupled aeroservoelastic flight dynamic model of the NASA Generic Transport Model (GTM). The integrated model couples nonlinear flight dynamics to a nonlinear aeroelastic model of the GTM. The nonlinearity includes the coupling of the rigid-body aircraft states in the partial derivatives of the aeroelastic angle of attack. Aeroservoelastic modeling of the control surfaces which are modeled by the Variable Camber Continuous Trailing Edge Flap is also conducted. The R.T. Jones' method is implemented to approximate unsteady aerodynamics. Simulations of the GTM are conducted with simulated continuous and discrete gust loads..

  17. Noise of deflectors used for flow attachment with STOL-OTW configurations

    NASA Technical Reports Server (NTRS)

    Vonglahn, U. H.; Groesbeck, D.

    1977-01-01

    Future STOL aircraft may utilize engine-over-the-wing installations in which the exhaust nozzles are located above and separated from the upper surface of the wing. An external jet flow deflector can be used with such installations to provide flow attachment to the wing/flap surfaces for lift augmentation. Deflector noise in the flyover plane measured with several model-scale nozzle/deflector/wing configurations is examined. The deflector-associated noise is correlated in terms of velocity and geometry parameters. The data also indicate that the effective overall sound pressure level of the deflector-associated noise peaks in the forward quadrant near 40 deg from the inlet axis.

  18. Static noise tests on modified augmentor wing jet STOL research aircraft

    NASA Technical Reports Server (NTRS)

    Cook, G. R.; Lilley, B. F.

    1981-01-01

    Noise measurements were made to determine if recent modifications made to the bifurcated jetpipe to increase engine thrust had at the same time reduced the noise level. The noise field was measured by a 6-microphone array positioned on a 30.5m (100 ft) sideline between 90 and 150 degrees from the left engine inlet. Noise levels were recorded at three flap angles over a range of engine thrust settings from flight idle to emergency power and plotted in one-third octave band spectra. Little attenuation was observed at maximum power, but significant attenuation was achieved at approach and cruise power levels.

  19. Data and analysis procedures for improved aerial applications mission performance. [agricultural aircraft wing geometry

    NASA Technical Reports Server (NTRS)

    Holmes, B. J.; Morris, D. K.; Razak, K.

    1979-01-01

    An analysis procedure is given and cases analyzed for the effects of wing geometry on lateral transport of a variety of agricultural particles released in the wake of an agricultural airplane. The cases analyzed simulate the release of particles from a fuselage centerline-mounted dry material spreader; however, the procedure applies to particles released anywhere along the wing span. Consideration is given to the effects of taper ratio, aspect ratio, wing loading, and deflected flaps. It is noted that significant lateral transport of large particles can be achieved using high-lift devices positioned to create a strong vortex near the location of particle release.

  20. Numerical Studies of Three-dimensional Breakdown in Trailing Vortex Wakes

    NASA Technical Reports Server (NTRS)

    Evans, P. F.; Hackett, J. E.

    1976-01-01

    Finite element, three dimensional relaxation methods are used to calculate the development of vortex wakes behind aircraft for a considerable downstream distance. The inclusion of a self-induction term in the solution, dependent upon local curvature and vortex core radius, permits calculation of finite lifetimes for systems for which infinite life would be predicted two dimensionally. The associated computer program is described together with single-pair, twin-pair, and multiple-pair studies carried out using it. It is found, in single-pair studies, that there is a lower limit to the wavelengths at which the Crow-type of instability can occur. Below this limit, self-induction effects cause the plane of the disturbance waves to rotate counter to the vortex direction. Self induction in two dimensionally generated twin spiral waves causes an increase in axial length which becomes more marked with decreasing initial wavelength. The time taken for vortex convergence toward the center plane is correspondingly increased. The limited parametric twin-pair study performed suggests that time-to-converge increases with increasing flap span. Limited studies of Boeing 747 configurations show correct qualitative response to removal of the outer flap and to gear deployment, as compared with wind tunnel and flight test experience.

  1. 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.

  2. Flight Testing of Novel Compliant Spines for Passive Wing Morphing on Ornithopters

    NASA Technical Reports Server (NTRS)

    Wissa, Aimy; Guerreiro, Nelson; Grauer, Jared; Altenbuchner, Cornelia; Hubbard, James E., Jr.; Tummala, Yashwanth; Frecker, Mary; Roberts, Richard

    2013-01-01

    Unmanned Aerial Vehicles (UAVs) are proliferating in both the civil and military markets. Flapping wing UAVs, or ornithopters, have the potential to combine the agility and maneuverability of rotary wing aircraft with excellent performance in low Reynolds number flight regimes. The purpose of this paper is to present new free flight experimental results for an ornithopter equipped with one degree of freedom (1DOF) compliant spines that were designed and optimized in terms of mass, maximum von-Mises stress, and desired wing bending deflections. The spines were inserted in an experimental ornithopter wing spar in order to achieve a set of desired kinematics during the up and down strokes of a flapping cycle. The ornithopter was flown at Wright Patterson Air Force Base in the Air Force Research Laboratory Small Unmanned Air Systems (SUAS) indoor flight facility. Vicon motion tracking cameras were used to track the motion of the vehicle for five different wing configurations. The effect of the presence of the compliant spine on wing kinematics and leading edge spar deflection during flight is presented. Results show that the ornithopter with the compliant spine inserted in its wing reduced the body acceleration during the upstroke which translates into overall lift gains.

  3. Parametric study of a simultaneous pitch/yaw thrust vectoring single expansion ramp nozzle

    NASA Technical Reports Server (NTRS)

    Schirmer, Alberto W.; Capone, Francis J.

    1989-01-01

    In the course of the last eleven years, the concept of thrust vectoring has emerged as a promising method of enhancing aircraft control capabilities in post-stall flight incursions during combat. In order to study the application of simultaneous pitch and yaw vectoring to single expansion ramp nozzles, a static test was conducted in the NASA-Langley 16 foot transonic tunnel. This investigation was based on internal performance data provided by force, mass flow and internal pressure measurements at nozzle pressure ratios up to 8. The internal performance characteristics of the nozzle were studied for several combinations of six different parameters: yaw vectoring angle, pitch vectoring angle, upper ramp cutout, sidewall hinge location, hinge inclination angle and sidewall containment. Results indicated a 2-to- 3-percent decrease in resultant thrust ratio with vectoring in either pitch or yaw. Losses were mostly associated with the turning of supersonic flow. Resultant thrust ratios were also decreased by sideways expansion of the jet. The effects of cutback corners in the upper ramp and lower flap on performance were small. Maximum resultant yaw vector angles, about half of the flap angle, were achieved for the configuration with the most forward hinge location.

  4. The actuation of microflaps inspired by shark scales deeply embedded in a boundary layer

    NASA Astrophysics Data System (ADS)

    Morris, Jackson; Lang, Amy; Hubner, Paul

    2016-11-01

    Thanks to millions of years of natural selection, sharks have evolved to become quick apex predators. Shark skin is made up of microscopic scales on the order of 0.2 mm in size. This array of scales is hypothesized to be a flow control mechanism where individual scales are capable of being passively actuated by reversed flow in water due to their preferential orientation to attached flow. Previous research has proven shark skin to reduce flow separation in water, which would result in lower pressure drag. We believe shark scales are strategically sized to interact with the lower 5 percent of the boundary layer, where reversed flow occurs close to the wall. To test the capability of micro-flaps to be actuated in air various sets of flaps, inspired by shark scale geometry, were rapidly prototyped. These microflaps were tested in a low-speed wind tunnel at various flow speeds and boundary layer thicknesses. Boundary layer flow conditions were measured using a hot-wire probe and microflap actuation was observed. Microflap actuation in airflow would mean that this bio-inspired separation control mechanism found on shark skin has potential application for aircraft. Boeing.

  5. Martin B–26 Marauder at the Aircraft Engine Research Laboratory

    NASA Image and Video Library

    1943-09-21

    The Aircraft Engine Research Laboratory’s first aircraft, a Martin B–26B Marauder, parked in front of the Flight Research Building in September 1943. The military loaned the B–26B to the National Advisory Committee for Aeronautics (NACA) to augment the lab’s studies of the Wright Aeronautical R–2800 engines. The military wanted to improve the engine cooling in order to increase the bomber’s performance. On March 17, 1943, the B–26B performed the very first research flight at the NACA’s new engine laboratory. The B–26B received its “Widowmaker” nickname during the rushed effort to transition the new aircraft from design to production and into the sky. During World War II, however, the B–26B proved itself to be a capable war machine. The U.S. lost fewer Marauders than any other type of bomber employed in the war. The B–26B was originally utilized at low altitudes in the Pacific but had its most success at high altitudes over Europe. The B–26B’s flight tests in Cleveland during 1943 mapped the R-2800 engine’s behavior at different altitudes and speeds. The researchers were then able to correlate engine performance in ground facilities to expected performance at different altitudes. They found that air speed, cowl flap position, angle of attack, propeller thrust, and propeller speed influenced inlet pressure recovery and exhaust distribution. The flight testing proceeded quickly, and the B–26B was transferred elsewhere in October 1943.

  6. Development and testing of airfoils for high-altitude aircraft

    NASA Technical Reports Server (NTRS)

    Drela, Mark (Principal Investigator)

    1996-01-01

    Specific tasks included airfoil design; study of airfoil constraints on pullout maneuver; selection of tail airfoils; examination of wing twist; test section instrumentation and layout; and integrated airfoil/heat-exchanger tests. In the course of designing the airfoil, specifically for the APEX test vehicle, extensive studies were made over the Mach and Reynolds number ranges of interest. It is intended to be representative of airfoils required for lightweight aircraft operating at extreme altitudes, which is the primary research objective of the APEX program. Also considered were thickness, pitching moment, and off-design behavior. The maximum ceiling parameter M(exp 2)C(sub L) value achievable by the Apex-16 airfoil was found to be a strong constraint on the pullout maneuver. The NACA 1410 and 2410 airfoils (inverted) were identified as good candidates for the tail, with predictable behavior at low Reynolds numbers and good tolerance to flap deflections. With regards to wing twist, it was decided that a simple flat wing was a reasonable compromise. The test section instrumentation consisted of surface pressure taps, wake rakes, surface-mounted microphones, and skin-friction gauges. Also, a modest wind tunnel test was performed for an integrated airfoil/heat-exchanger configuration, which is currently on Aurora's 'Theseus' aircraft. Although not directly related to the APEX tests, the aerodynamics or heat exchangers has been identified as a crucial aspect of designing high-altitude aircraft and hence is relevant to the ERAST program.

  7. NASA rotor systems research aircraft: Fixed-wing configuration flight-test results

    NASA Technical Reports Server (NTRS)

    Erickson, R. E.; Cross, J. L.; Kufeld, R. M.; Acree, C. W.; Nguyen, D.; Hodge, R. W.

    1986-01-01

    The fixed-wing, airplane configuration flight-test results of the Rotor System Research Aircraft (RSRA), NASA 740, at Ames/Dryden Flight Research Center are documented. Fourteen taxi and flight tests were performed from December 1983 to October 1984. This was the first time the RSRA was flown with the main rotor removed; the tail rotor was installed. These tests confirmed that the RSRA is operable as a fixed-wing aircraft. Data were obtained for various takeoff and landing distances, control sensitivity, trim and dynamics stability characteristics, performance rotor-hub drag, and acoustics signature. Stability data were obtained with the rotor hub both installed and removed. The speed envelope was developed to 261 knots true airspeed (KTAS), 226 knots calibrated airspeed (KCAS) at 10,000 ft density altitude. The airplane was configured at 5 deg. wing incidence with 5 deg. wing flaps as a normal configuration. Level-flight data were acquired at 167 KCAS for wing incidence from 0 to 10 deg. Step inputs and doublet inputs of various magnitudes were utilized to acquire dynamic stability and control sensitivity data. Sine-wave inputs of constantly increasing frequency were used to generate parameter identification data. The maximum load factor attained was 2.34 g at 206 KCAS.

  8. Airframe Noise Prediction of a Full Aircraft in Model and Full Scale Using a Lattice Boltzmann Approach

    NASA Technical Reports Server (NTRS)

    Fares, Ehab; Duda, Benjamin; Khorrami, Mehdi R.

    2016-01-01

    Unsteady flow computations are presented for a Gulfstream aircraft model in landing configuration, i.e., flap deflected 39deg and main landing gear deployed. The simulations employ the lattice Boltzmann solver PowerFLOW(Trademark) to simultaneously capture the flow physics and acoustics in the near field. Sound propagation to the far field is obtained using a Ffowcs Williams and Hawkings acoustic analogy approach. Two geometry representations of the same aircraft are analyzed: an 18% scale, high-fidelity, semi-span model at wind tunnel Reynolds number and a full-scale, full-span model at half-flight Reynolds number. Previously published and newly generated model-scale results are presented; all full-scale data are disclosed here for the first time. Reynolds number and geometrical fidelity effects are carefully examined to discern aerodynamic and aeroacoustic trends with a special focus on the scaling of surface pressure fluctuations and farfield noise. An additional study of the effects of geometrical detail on farfield noise is also documented. The present investigation reveals that, overall, the model-scale and full-scale aeroacoustic results compare rather well. Nevertheless, the study also highlights that finer geometrical details that are typically not captured at model scales can have a non-negligible contribution to the farfield noise signature.

  9. Crack Growth Simulation and Residual Strength Prediction in Airplane Fuselages

    NASA Technical Reports Server (NTRS)

    Chen, Chuin-Shan; Wawrzynek, Paul A.; Ingraffea, Anthony R.

    1999-01-01

    The objectives were to create a capability to simulate curvilinear crack growth and ductile tearing in aircraft fuselages subjected to widespread fatigue damage and to validate with tests. Analysis methodology and software program (FRANC3D/STAGS) developed herein allows engineers to maintain aging aircraft economically, while insuring continuous airworthiness, and to design more damage-tolerant aircraft for the next generation. Simulations of crack growth in fuselages were described. The crack tip opening angle (CTOA) fracture criterion, obtained from laboratory tests, was used to predict fracture behavior of fuselage panel tests. Geometrically nonlinear, elastic-plastic, thin shell finite element crack growth analyses were conducted. Comparisons of stress distributions, multiple stable crack growth history, and residual strength between measured and predicted results were made to assess the validity of the methodology. Incorporation of residual plastic deformations and tear strap failure was essential for accurate residual strength predictions. Issue related to predicting crack trajectory in fuselages were also discussed. A directional criterion, including T-stress and fracture toughness orthotropy, was developed. Curvilinear crack growth was simulated in coupon and fuselage panel tests. Both T-stress and fracture toughness orthotropy were essential to predict the observed crack paths. Flapping of fuselages were predicted. Measured and predicted results agreed reasonable well.

  10. Adaptive Data-based Predictive Control for Short Take-off and Landing (STOL) Aircraft

    NASA Technical Reports Server (NTRS)

    Barlow, Jonathan Spencer; Acosta, Diana Michelle; Phan, Minh Q.

    2010-01-01

    Data-based Predictive Control is an emerging control method that stems from Model Predictive Control (MPC). MPC computes current control action based on a prediction of the system output a number of time steps into the future and is generally derived from a known model of the system. Data-based predictive control has the advantage of deriving predictive models and controller gains from input-output data. Thus, a controller can be designed from the outputs of complex simulation code or a physical system where no explicit model exists. If the output data happens to be corrupted by periodic disturbances, the designed controller will also have the built-in ability to reject these disturbances without the need to know them. When data-based predictive control is implemented online, it becomes a version of adaptive control. The characteristics of adaptive data-based predictive control are particularly appropriate for the control of nonlinear and time-varying systems, such as Short Take-off and Landing (STOL) aircraft. STOL is a capability of interest to NASA because conceptual Cruise Efficient Short Take-off and Landing (CESTOL) transport aircraft offer the ability to reduce congestion in the terminal area by utilizing existing shorter runways at airports, as well as to lower community noise by flying steep approach and climb-out patterns that reduce the noise footprint of the aircraft. In this study, adaptive data-based predictive control is implemented as an integrated flight-propulsion controller for the outer-loop control of a CESTOL-type aircraft. Results show that the controller successfully tracks velocity while attempting to maintain a constant flight path angle, using longitudinal command, thrust and flap setting as the control inputs.

  11. Optimal Aircraft Control Upset Recovery With and Without Component Failures

    NASA Technical Reports Server (NTRS)

    Sparks, Dean W.; Moerder, Daniel D.

    2002-01-01

    This paper treats the problem of recovering sustainable nondescending (safe) flight in a transport aircraft after one or more of its control effectors fail. Such recovery can be a challenging goal for many transport aircraft currently in the operational fleet for two reasons. First, they have very little redundancy in their means of generating control forces and moments. These aircraft have, as primary control surfaces, a single rudder and pairwise elevators and aileron/spoiler units that provide yaw, pitch, and roll moments with sufficient bandwidth to be used in stabilizing and maneuvering the airframe. Beyond this, throttling the engines can provide additional moments, but on a much slower time scale. Other aerodynamic surfaces, such as leading and trailing edge flaps, are only intended to be placed in a position and left, and are, hence, very slow-moving. Because of this, loss of a primary control surface strongly degrades the controllability of the vehicle, particularly when the failed effector becomes stuck in a non-neutral position where it exerts a disturbance moment that must be countered by the remaining operating effectors. The second challenge in recovering safe flight is that these vehicles are not agile, nor can they tolerate large accelerations. This is of special importance when, at the outset of the recovery maneuver, the aircraft is flying toward the ground, as is frequently the case when there are major control hardware failures. Recovery of safe flight is examined in this paper in the context of trajectory optimization. For a particular transport aircraft, and a failure scenario inspired by an historical air disaster, recovery scenarios are calculated with and without control surface failures, to bring the aircraft to safe flight from the adverse flight condition that it had assumed, apparently as a result of contact with a vortex from a larger aircraft's wake. An effort has been made to represent relevant airframe dynamics, acceleration limits, and actuator limits faithfully, since these contribute to the lack of agility and control power that plays an important role in defining what can be achieved with the vehicle when it is in extremis.

  12. Free-style puzzle flap: the concept of recycling a perforator flap.

    PubMed

    Feng, Kuan-Ming; Hsieh, Ching-Hua; Jeng, Seng-Feng

    2013-02-01

    Theoretically, a flap can be supplied by any perforator based on the angiosome theory. In this study, the technique of free-style perforator flap dissection was used to harvest a pedicled or free skin flap from a previous free flap for a second difficult reconstruction. The authors call this a free-style puzzle flap. For the past 3 years, the authors treated 13 patients in whom 12 pedicled free-style puzzle flaps were harvested from previous redundant free flaps and recycled to reconstruct soft-tissue defects at various anatomical locations. One free-style free puzzle flap was harvested from a previous anterolateral thigh flap for buccal cancer to reconstruct a foot defect. Total flap survival was attained in 12 of 13 flaps. One transferred flap failed completely. This patient had received postoperative radiotherapy after the initial cancer ablation and free anterolateral thigh flap reconstruction. Another free flap was used to close and reconstruct the wound. All the donor sites could be closed primarily. The free-style puzzle flap, harvested from a previous redundant free flap and used as a perforator flap to reconstruct a new defect, has proven to be versatile and reliable. When indicated, it is an alternative donor site for further reconstruction of soft-tissue defects.

  13. Aircraft energy efficiency laminar flow control glove flight conceptual design study

    NASA Technical Reports Server (NTRS)

    Wright, A. S.

    1979-01-01

    A laminar flow control glove applied to the wing of a short to medium range jet transport with aft mounted engines was designed. A slotted aluminum glove concept and a woven stainless steel mesh porous glove concept suction surfaces were studied. The laminar flow control glove and a dummy glove with a modified supercritical airfoil, ducting, modified wing leading and trailing edges, modified flaps, and an LFC trim tab were applied to the wing after slot spacing suction parameters, and compression power were determined. The results show that a laminar flow control glove can be applied to the wing of a jet transport with an appropriate suction system installed.

  14. A study of the round jet/plane wall flow field

    NASA Technical Reports Server (NTRS)

    Foss, J. F.; Kleis, S. J.

    1971-01-01

    Impingement angles, between the axisymmetric jet axis and the plane wall, from zero to 15 degrees have been examined for nozzle heights of 0.75, 1.0, 1.5 and 2.0 diameters and for: (1) a fully developed pipe flow, and (2) a relatively uniform exit velocity condition. Velocity measurements have been used to define isotach contours and to determine mass, momentum and energy flux values for the near field (within five diameters) of the jet. Surface pressure measurements have been used to define surface pressure forces and jet centerline trajectories. The geometric and flow conditions examined and the interpretation of the results have been motivated by the externally blown flap STOL aircraft application.

  15. Acoustic design of the QCSEE propulsion systems

    NASA Technical Reports Server (NTRS)

    Loeffler, I. J.; Smith, E. B.; Sowers, H. D.

    1976-01-01

    Acoustic design features and techniques employed in the Quiet Clean Short-Haul Experimental Engine (QCSEE) Program are described. The role of jet/flap noise in selecting the engine fan pressure ratio for powered lift propulsion systems is discussed. The QCSEE acoustic design features include a hybrid inlet (near-sonic throat velocity with acoustic treatment); low fan and core pressure ratios; low fan tip speeds; gear-driven fans; high and low frequency stacked core noise treatment; multiple-thickness treatment; bulk absorber treatment; and treatment on the stator vanes. The QCSEE designs represent and anticipated acoustic technology improvement of 12 to 16 PNdb relative to the noise levels of the low-noise engines used on current wide-body commercial jet transport aircraft.

  16. 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.

  17. 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

  18. "Reading man flap" design for reconstruction of circular infraorbital and malar skin defects.

    PubMed

    Seyhan, Tamer; Caglar, Baris

    2008-11-01

    Surgical complications such as lid retraction and ectropion from graft or flap scar contracture make reconstruction of skin defects in the malar and infraorbital regions challenging. A new flap design, the reading man flap, was used to overcome these problems. The Limberg and bilobed flap were compared with the reading man flap. The reading man flap consists mainly of a superiorly based quadrangular flap and an inferiorly based triangular flap. Malar and infraorbital circular skin defects measuring 14 x 14 to 40 x 40 mm were reconstructed with a reading man flap in 13 patients. The defects occurred after basal cell carcinoma in all patients. The Limberg flap, bilobed flap, and reading man flap were planned for same-sized defects on the abdominoplasty resection material. The results were compared in terms of total scar area, scar length, and total healthy skin area discarded. When comparing the 3 flap designs, the reading man flap was the most suitable flap in terms of total scar area and length. The reading man flap can be used to reconstruct malar and infraorbital circular defects with good cosmetic results and without creating any tractional forces to the eyelids.

  19. Four-flap Breast Reconstruction: Bilateral Stacked DIEP and PAP Flaps

    PubMed Central

    Mayo, James L.; Allen, Robert J.

    2015-01-01

    Background: In cases of bilateral breast reconstruction when the deep inferior epigastric perforator (DIEP) free flap alone does not provide sufficient volume for body-specific reconstruction, stacking each DIEP flap with a second free flap will deliver added volume and maintain a purely autologous reconstruction. Stacking the profunda artery perforator (PAP) flap with the DIEP flap offers favorable aesthetics and ideal operative efficiency. We present the indications, technique, and outcomes of our experience with 4-flap breast reconstruction using stacked DIEP/PAP flaps. Methods: The authors performed 4-flap DIEP/PAP breast reconstruction in 20 patients who required bilateral reconstruction without adequate single donor flap volume. The timing of reconstruction, average mastectomy/flap weights, and operative time are reported. Complications reviewed include fat necrosis, dehiscence, hematoma, seroma, mastectomy flap necrosis, and flap loss. Results: Twenty patients underwent 4-flap DIEP/PAP breast reconstruction. Surgical time averaged 7 hours and 20 minutes. The primary recipient vessels were the antegrade and retrograde internal mammary vessels. No flap losses occurred. Complications included 1 hematoma, 1 incidence of arterial and venous thrombosis successfully treated with anastomotic revision, 1 incidence of thigh donor site dehiscence, and 3 episodes of minor mastectomy skin flap necrosis. Conclusions: Four-flap breast reconstruction is a favorable autologous reconstructive option for patients requiring bilateral reconstruction without adequate single donor flap volume. Stacking DIEP/PAP flaps as described is both safe and efficient. Furthermore, this combination provides superior aesthetics mirroring the natural geometry of the breast. Bilateral stacked DIEP/PAP flaps represent our first choice for breast reconstruction in this patient population. PMID:26090273

  20. Free Boomerang-shaped Extended Rectus Abdominis Myocutaneous flap: The longest possible skin/myocutaneous free flap for soft tissue reconstruction of extremities.

    PubMed

    Koul, Ashok R; Nahar, Sushil; Prabhu, Jagdish; Kale, Subhash M; Kumar, Praveen H P

    2011-09-01

    A soft tissue defect requiring flap cover which is longer than that provided by the conventional "long" free flaps like latissimus dorsi (LD) and anterolateral thigh (ALT) flap is a challenging problem. Often, in such a situation, a combination of flaps is required. Over the last 3 years, we have managed nine such defects successfully with a free "Boomerang-shaped" Extended Rectus Abdominis Myocutaneous (BERAM) flap. This flap is the slightly modified and "free" version of a similar flap described by Ian Taylor in 1983. This is a retrospective study of patients who underwent free BERAM flap reconstruction of soft tissue defects of extremity over the last 3 years. We also did a clinical study on 30 volunteers to compare the length of flap available using our design of BERAM flap with the maximum available flap length of LD and ALT flaps, using standard markings. Our clinical experience of nine cases combined with the results of our clinical study has confirmed that our design of BERAM flap consistently provides a flap length which is 32.6% longer than the standard LD flap and 42.2% longer than the standard ALT flap in adults. The difference is even more marked in children. The BERAM flap is consistently reliable as long as the distal end is not extended beyond the mid-axillary line. BERAM flap is simple in design, easy to harvest, reliable and provides the longest possible free skin/myocutaneous flap in the body. It is a useful new alternative for covering long soft tissue defects in the limbs.

  1. Force-Test Investigation of the Stability and Control Characteristics of a 1/4-Scale Model of a Tilt-Wing Vertical-Take-Off-and-Landing Aircraft

    NASA Technical Reports Server (NTRS)

    Newsom, William A., Jr.; Tosti, Louis P.

    1959-01-01

    A wind-tunnel investigation has been made to determine the aerodynamic characteristics of a 1/4-scale model of a tilt-wing vertical-take-off-and-landing aircraft. The model had two 3-blade single-rotation propellers with hinged (flapping) blades mounted on the wing, which could be tilted from an incidence of 4 deg for forward flight to 86 deg for hovering flight. The investigation included measurements of both the longitudinal and lateral stability and control characteristics in both the normal forward flight and the transition ranges. Tests in the forward-flight condition were made for several values of thrust coefficient, and tests in the transition condition were made at several values of wing incidence with the power varied to cover a range of flight conditions from forward-acceleration (or climb) conditions to deceleration (or descent) conditions The control effectiveness of the all-movable horizontal tail, the ailerons and the differential propeller pitch control was also determined. The data are presented without analysis.

  2. Flight Investigation of the Stability and Control Characteristics of a 1/4-Scale Model of a Tilt-Wing Vertical-Take-Off-and-Landing Aircraft

    NASA Technical Reports Server (NTRS)

    Tosti, Louis P.

    1959-01-01

    An experimental investigation has been conducted to determine the dynamic stability and control characteristics of a tilt-wing vertical-take-off-and-landing aircraft with the use of a remotely controlled 1/4-scale free-flight model. The model had two propellers with hinged (flapping) blades mounted on the wing which could be tilted up to an incidence angle of nearly 90 deg for vertical take-off and landing. The investigation consisted of hovering flights in still air, vertical take-offs and landings, and slow constant-altitude transitions from hovering to forward flight. The stability and control characteristics of the model were generally satisfactory except for the following characteristics. In hovering flight, the model had an unstable pitching oscillation of relatively long period which the pilots were able to control without artificial stabilization but which could not be considered entirely satisfactory. At very low speeds and angles of wing incidence on the order of 70 deg, the model experienced large nose-up pitching moments which severely limited the allowable center-of-gravity range.

  3. Experimental aerodynamic characteristics of two V/STOL fighter/attack aircraft configurations at Mach numbers from 0.4 to 1.4

    NASA Technical Reports Server (NTRS)

    Nelms, W. P.; Durston, D. A.; Lummus, J. R.

    1980-01-01

    A wind tunnel test was conducted to measure the aerodynamic characteristics of two horizontal attitude takeoff and landing V/STOL fighter/attack aircraft concepts. In one concept, a jet diffuser ejector was used for the vertical lift system; the other used a remote augmentation lift system (RALS). Wind tunnel tests to investigate the aerodynamic uncertainties and to establish a data base for these types of concepts were conducted over a Mach number range from 0.2 to 2.0. The present report covers tests, conducted in the 11 foot transonic wind tunnel, for Mach numbers from 0.4 to 1.4. Detailed effects of varying the angle of attack (up to 27 deg), angle of sideslip (-4 deg to +8 deg), Mach number, Reynolds number, and configuration buildup were investigated. In addition, the effects of wing trailing edge flap deflections, canard incidence, and vertical tail deflections were explored. Variable canard longitudinal location and different shapes of the inboard nacelle body strakes were also investigated.

  4. Aeroelastic Analysis for Rotorcraft in Flight or in a Wind Tunnel

    NASA Technical Reports Server (NTRS)

    Johnson, W.

    1977-01-01

    An analytical model is developed for the aeroelastic behavior of a rotorcraft in flight or in a wind tunnel. A unified development is presented for a wide class of rotors, helicopters, and operating conditions. The equations of motion for the rotor are derived using an integral Newtonian method, which gives considerable physical insight into the blade inertial and aerodynamic forces. The rotor model includes coupled flap-lag bending and blade torsion degrees of freedom, and is applicable to articulated, hingeless, gimballed, and teetering rotors with an arbitrary number of blades. The aerodynamic model is valid for both high and low inflow, and for axial and nonaxial flight. The rotor rotational speed dynamics, including engine inertia and damping, and the perturbation inflow dynamics are included. For a rotor on a wind-tunnel support, a normal mode representation of the test module, strut, and balance system is used. The aeroelastic analysis for the rotorcraft in flight is applicable to a general two-rotor aircraft, including single main-rotor and tandem helicopter configurations, and side-by-side or tilting proprotor aircraft configurations.

  5. A potential flight evaluation of an upper-surface-blowing/circulation-control-wing concept

    NASA Technical Reports Server (NTRS)

    Riddle, Dennis W.; Eppel, Joseph C.

    1987-01-01

    The technology data base for powered lift aircraft design has advanced over the last 15 years. NASA's Quiet Short Haul Research Aircraft (QSRA) has provided a flight verification of upper surface blowing (USB) technology. The A-6 Circulation Control Wing flight demonstration aricraft has provide data for circulation control wing (CCW) technology. Recent small scale wind tunnel model tests and full scale static flow turning test have shown the potential of combining USB with CCW technology. A flight research program is deemed necessary to fully explore the performance and control aspects of CCW jet substitution for the mechanical USB Coanda flap. The required hardware design would also address questions about the development of flight weight ducts and CCW jets and the engine bleed-air capabilities vs requirements. NASA's QSRA would be an optimum flight research vehicle for modification to the USB/CCW configuration. The existing QSRA data base, the design simplicity of the QSRA wing trailing edge controls, availability of engine bleed-air, and the low risk, low cost potential of the suggested program is discussed.

  6. An Improved Method to Control the Critical Parameters of a Multivariable Control System

    NASA Astrophysics Data System (ADS)

    Subha Hency Jims, P.; Dharmalingam, S.; Wessley, G. Jims John

    2017-10-01

    The role of control systems is to cope with the process deficiencies and the undesirable effect of the external disturbances. Most of the multivariable processes are highly iterative and complex in nature. Aircraft systems, Modern Power Plants, Refineries, Robotic systems are few such complex systems that involve numerous critical parameters that need to be monitored and controlled. Control of these important parameters is not only tedious and cumbersome but also is crucial from environmental, safety and quality perspective. In this paper, one such multivariable system, namely, a utility boiler has been considered. A modern power plant is a complex arrangement of pipework and machineries with numerous interacting control loops and support systems. In this paper, the calculation of controller parameters based on classical tuning concepts has been presented. The controller parameters thus obtained and employed has controlled the critical parameters of a boiler during fuel switching disturbances. The proposed method can be applied to control the critical parameters like elevator, aileron, rudder, elevator trim rudder and aileron trim, flap control systems of aircraft systems.

  7. Applications of laser ultrasound NDT methods on composite structures in aerospace industry

    NASA Astrophysics Data System (ADS)

    Kalms, Michael; Focke, Oliver; v. Kopylow, Christoph

    2008-09-01

    Composite materials are used more and more in aircraft production. Main composite types are Carbon Fiber Reinforced Plastics (CFRP), Glass Fiber Reinforced Plastics (GFRP) and metal-aluminium laminates (e. g. Glass Fiber Aluminium Reinforced GLARE©). Typical parts made of CFRP material are flaps, vertical and horizontal tail planes, center wing boxes, rear pressure bulkheads, ribs and stringers. These composite parts require adequate nondestructive testing (NDT) methods. Flaws to be detected are delaminations and debondings, porosity and foreign body inclusion. Manual ultrasonic testing with single element transducers is still the most applied method for composite parts with small and medium size. The extension of the conventional ultrasound technique for nondestructive testing with the laser ultrasound method brings new possibilities into the production processes for example the inspection of complex CFRP-components and the possibilities of online observation under remote control. In this paper we describe the principle of laser ultrasound with respect to the demands of nondestructive testing especially of small complex CFRP and C/PPS parts. We report applications of laser-based ultrasound options with generated types of guided and bulk waves on modern aircraft materials.

  8. Wind tunnel and analytical investigation of over-the-wing propulsion/air frame interferences for a short-haul aircraft at Mach numbers from 0.6 to 0.78. [conducted in the Lewis 8 by 6 foot tunnel

    NASA Technical Reports Server (NTRS)

    Wells, O. D.; Lopez, M. L.; Welge, H. R.; Henne, P. A.; Sewell, A. E.

    1977-01-01

    Results of analytical calculations and wind tunnel tests at cruise speeds of a representative four engine short haul aircraft employing upper surface blowing (USB) with a supercritical wing are discussed. Wind tunnel tests covered a range of Mach number M from 0.6 to 0.78. Tests explored the use of three USB nozzle configurations. Results are shown for the isolated wing body and for each of the three nozzle types installed. Experimental results indicate that a low angle nacelle and streamline contoured nacelle yielded the same interference drag at the design Mach number. A high angle powered lift nacelle had higher interference drag primarily because of nacelle boattail low pressures and flow separation. Results of varying the spacing between the nacelles and the use of trailing edge flap deflections, wing upper surface contouring, and a convergent-divergent nozzle to reduce potential adverse jet effects were also discussed. Analytical comparisons with experimental data, made for selected cases, indicate favorable agreement.

  9. A concept for adaptive performance optimization on commercial transport aircraft

    NASA Technical Reports Server (NTRS)

    Jackson, Michael R.; Enns, Dale F.

    1995-01-01

    An adaptive control method is presented for the minimization of drag during flight for transport aircraft. The minimization of drag is achieved by taking advantage of the redundant control capability available in the pitch axis, with the horizontal tail used as the primary surface and symmetric deflection of the ailerons and cruise flaps used as additional controls. The additional control surfaces are excited with sinusoidal signals, while the altitude and velocity loops are closed with guidance and control laws. A model of the throttle response as a function of the additional control surfaces is formulated and the parameters in the model are estimated from the sensor measurements using a least squares estimation method. The estimated model is used to determine the minimum drag positions of the control surfaces. The method is presented for the optimization of one and two additional control surfaces. The adaptive control method is extended to optimize rate of climb with the throttle fixed. Simulations that include realistic disturbances are presented, as well as the results of a Monte Carlo simulation analysis that shows the effects of changing the disturbance environment and the excitation signal parameters.

  10. Free Boomerang-shaped Extended Rectus Abdominis Myocutaneous flap: The longest possible skin/myocutaneous free flap for soft tissue reconstruction of extremities

    PubMed Central

    Koul, Ashok R.; Nahar, Sushil; Prabhu, Jagdish; Kale, Subhash M.; Kumar, Praveen H. P.

    2011-01-01

    Background: A soft tissue defect requiring flap cover which is longer than that provided by the conventional “long” free flaps like latissimus dorsi (LD) and anterolateral thigh (ALT) flap is a challenging problem. Often, in such a situation, a combination of flaps is required. Over the last 3 years, we have managed nine such defects successfully with a free “Boomerang-shaped” Extended Rectus Abdominis Myocutaneous (BERAM) flap. This flap is the slightly modified and “free” version of a similar flap described by Ian Taylor in 1983. Materials and Methods: This is a retrospective study of patients who underwent free BERAM flap reconstruction of soft tissue defects of extremity over the last 3 years. We also did a clinical study on 30 volunteers to compare the length of flap available using our design of BERAM flap with the maximum available flap length of LD and ALT flaps, using standard markings. Results: Our clinical experience of nine cases combined with the results of our clinical study has confirmed that our design of BERAM flap consistently provides a flap length which is 32.6% longer than the standard LD flap and 42.2% longer than the standard ALT flap in adults. The difference is even more marked in children. The BERAM flap is consistently reliable as long as the distal end is not extended beyond the mid-axillary line. Conclusion: BERAM flap is simple in design, easy to harvest, reliable and provides the longest possible free skin/myocutaneous flap in the body. It is a useful new alternative for covering long soft tissue defects in the limbs. PMID:22279271

  11. The possibility for use of venous flaps in plastic surgery

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Baytinger, V. F., E-mail: baitinger@mail.tomsknet.ru; Kurochkina, O. S., E-mail: kurochkinaos@yandex.ru; Selianinov, K. V.

    2015-11-17

    The use of venous flaps is controversial. The mechanism of perfusion of venous flaps is still not fully understood. The research was conducted on 56 white rats. In our experimental work we studied two different models of venous flaps: pedicled venous flap (PVF) and pedicled arterialized venous flap (PAVF). Our results showed that postoperative congestion was present in all flaps. However 66.7% of all pedicled venous flaps and 100% of all pedicled arterialized venous flaps eventually survived. Histological examination revealed that postoperatively the blood flow in the skin of the pedicled arterialized venous flap became «re-reversed» again; there were nomore » differences between mechanism of survival of venous flaps and other flaps. On the 7-14th day in the skin of all flaps were processes of neoangiogenesis and proliferation. Hence the best scenario for the clinical use of venous flaps unfolds when both revascularization and skin coverage are required.« less

  12. Continued Development and Application of Circulation Control Pneumatic Technology to Advanced Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Englar, Robert J.

    1998-01-01

    Personnel of the Georgia Tech Research Institute (GTRI) Aerospace and Transportation Lab have completed a four-year grant program to develop and evaluate the pneumatic aerodynamic technology known as Circulation Control (CC) or Circulation Control Wing (CCW) for advanced transport aircraft. This pneumatic technology, which employs low-level blowing from tangential slots over round or near-round trailing edges of airfoils, greatly augments the circulation around a lifting or control surface and thus enhances the aerodynamic forces and moments generated by that surface. Two-dimensional force augmentations as high as 80 times the input blowing momentum coefficient have been recorded experimentally for these blown devices, thus providing returns of 8000% on the jet momentum expended. A further benefit is the absence of moving parts such as mechanical flaps, slats, spoilers, ailerons, elevators and rudders from these pneumatic surfaces, or the use of only very small, simple, blown aerodynamic surfaces on synergistic designs which integrate the lift, drag and control surfaces. The application of these devices to advanced aircraft can offer significant benefits in their performance, efficiency, simplicity, reliability, economic cost of operation, noise reduction, and safety of flight. To further develop and evaluate this potential, this research effort was conducted by GTRI under grant for the NASA Langley Research Center, Applied Aerodynamics Division, Subsonic Aerodynamics Branch, between June 14, 1993 and May 31, 1997.

  13. Viscous-flow analysis of a subsonic transport aircraft high-lift system and correlation with flight data

    NASA Technical Reports Server (NTRS)

    Potter, R. C.; Vandam, C. P.

    1995-01-01

    High-lift system aerodynamics has been gaining attention in recent years. In an effort to improve aircraft performance, comprehensive studies of multi-element airfoil systems are being undertaken in wind-tunnel and flight experiments. Recent developments in Computational Fluid Dynamics (CFD) offer a relatively inexpensive alternative for studying complex viscous flows by numerically solving the Navier-Stokes (N-S) equations. Current limitations in computer resources restrict practical high-lift N-S computations to two dimensions, but CFD predictions can yield tremendous insight into flow structure, interactions between airfoil elements, and effects of changes in airfoil geometry or free-stream conditions. These codes are very accurate when compared to strictly 2D data provided by wind-tunnel testing, as will be shown here. Yet, additional challenges must be faced in the analysis of a production aircraft wing section, such as that of the NASA Langley Transport Systems Research Vehicle (TSRV). A primary issue is the sweep theory used to correlate 2D predictions with 3D flight results, accounting for sweep, taper, and finite wing effects. Other computational issues addressed here include the effects of surface roughness of the geometry, cove shape modeling, grid topology, and transition specification. The sensitivity of the flow to changing free-stream conditions is investigated. In addition, the effects of Gurney flaps on the aerodynamic characteristics of the airfoil system are predicted.

  14. The multidisciplinary design optimization of a distributed propulsion blended-wing-body aircraft

    NASA Astrophysics Data System (ADS)

    Ko, Yan-Yee Andy

    The purpose of this study is to examine the multidisciplinary design optimization (MDO) of a distributed propulsion blended-wing-body (BWB) aircraft. The BWB is a hybrid shape resembling a flying wing, placing the payload in the inboard sections of the wing. The distributed propulsion concept involves replacing a small number of large engines with many smaller engines. The distributed propulsion concept considered here ducts part of the engine exhaust to exit out along the trailing edge of the wing. The distributed propulsion concept affects almost every aspect of the BWB design. Methods to model these effects and integrate them into an MDO framework were developed. The most important effect modeled is the impact on the propulsive efficiency. There has been conjecture that there will be an increase in propulsive efficiency when there is blowing out of the trailing edge of a wing. A mathematical formulation was derived to explain this. The formulation showed that the jet 'fills in' the wake behind the body, improving the overall aerodynamic/propulsion system, resulting in an increased propulsive efficiency. The distributed propulsion concept also replaces the conventional elevons with a vectored thrust system for longitudinal control. An extension of Spence's Jet Flap theory was developed to estimate the effects of this vectored thrust system on the aircraft longitudinal control. It was found to provide a reasonable estimate of the control capability of the aircraft. An MDO framework was developed, integrating all the distributed propulsion effects modeled. Using a gradient based optimization algorithm, the distributed propulsion BWB aircraft was optimized and compared with a similarly optimized conventional BWB design. Both designs are for an 800 passenger, 0.85 cruise Mach number and 7000 nmi mission. The MDO results found that the distributed propulsion BWB aircraft has a 4% takeoff gross weight and a 2% fuel weight. Both designs have similar planform shapes, although the planform area of the distributed propulsion BWB design is 10% smaller. Through parametric studies, it was also found that the aircraft was most sensitive to the amount of savings in propulsive efficiency and the weight of the ducts used to divert the engine exhaust.

  15. Active Management of Flap-Edge Trailing Vortices

    NASA Technical Reports Server (NTRS)

    Greenblatt, David; Yao, Chung-Sheng; Vey, Stefan; Paschereit, Oliver C.; Meyer, Robert

    2008-01-01

    The vortex hazard produced by large airliners and increasingly larger airliners entering service, combined with projected rapid increases in the demand for air transportation, is expected to act as a major impediment to increased air traffic capacity. Significant reduction in the vortex hazard is possible, however, by employing active vortex alleviation techniques that reduce the wake severity by dynamically modifying its vortex characteristics, providing that the techniques do not degrade performance or compromise safety and ride quality. With this as background, a series of experiments were performed, initially at NASA Langley Research Center and subsequently at the Berlin University of Technology in collaboration with the German Aerospace Center. The investigations demonstrated the basic mechanism for managing trailing vortices using retrofitted devices that are decoupled from conventional control surfaces. The basic premise for managing vortices advanced here is rooted in the erstwhile forgotten hypothesis of Albert Betz, as extended and verified ingeniously by Coleman duPont Donaldson and his collaborators. Using these devices, vortices may be perturbed at arbitrarily long wavelengths down to wavelengths less than a typical airliner wingspan and the oscillatory loads on the wings, and hence the vehicle, are small. Significant flexibility in the specific device has been demonstrated using local passive and active separation control as well as local circulation control via Gurney flaps. The method is now in a position to be tested in a wind tunnel with a longer test section on a scaled airliner configuration. Alternatively, the method can be tested directly in a towing tank, on a model aircraft, a light aircraft or a full-scale airliner. The authors believed that this method will have significant appeal from an industry perspective due to its retrofit potential with little to no impact on cruise (devices tucked away in the cove or retracted); low operating power requirements; small lift oscillations when deployed in a time-dependent manner; and significant flexibility with respect to the specific devices selected.

  16. Experimental Study of Wake / Flap Interaction Noise and the Reduction of Flap Side Edge Noise

    NASA Technical Reports Server (NTRS)

    Hutcheson, Florence V.; Stead, Daniel J.; Plassman, Gerald E.

    2016-01-01

    The effects of the interaction of a wake with a half-span flap on radiated noise are examined. The incident wake is generated by bars of various widths and lengths or by a simplified landing gear model. Single microphone and phased array measurements are used to isolate the effects of the wake interaction on the noise radiating from the flap side edge and flap cove regions. The effects on noise of the wake generator's geometry and relative placement with respect to the flap are assessed. Placement of the wake generators upstream of the flap side edge is shown to lead to the reduction of flap side edge noise by introducing a velocity deficit and likely altering the instabilities in the flap side edge vortex system. Significant reduction in flap side edge noise is achieved with a bar positioned directly upstream of the flap side edge. The noise reduction benefit is seen to improve with increased bar width, length and proximity to the flap edge. Positioning of the landing gear model upstream of the flap side edge also leads to decreased flap side edge noise. In addition, flap cove noise levels are significantly lower than when the landing gear is positioned upstream of the flap mid-span. The impact of the local flow velocity on the noise radiating directly from the landing gear is discussed. The effects of the landing gear side-braces on flap side edge, flap cove and landing gear noise are shown.

  17. Evaluation of the cranial rectus abdominus muscle pedicle flap as a blood supply for the caudal superficial epigastric skin flap in dogs.

    PubMed

    Degner, D A; Walshaw, R; Arnoczky, S P; Smith, R J; Patterson, J S; Degner, L A; Hamaide, A; Rosenstein, D

    1996-01-01

    This study evaluates the cranial rectus abdominus muscle pedicle flap as the sole blood supply for the caudal superficial epigastric skin flap. This flap was composed of a cranially based rectus abdominus muscle pedicle flap that was attached to the caudal superficial epigastric island skin flap (including mammary glands 2 to 5) via the pudendoepigastric trunk. Selective angiography of the cranial epigastric artery in eight cadaver dogs proved that the arterial vasculature in the cranial rectus abdominus was contiguous with that in the caudal superficial epigastric skin flap. In the live dog study, three of six of the flaps failed because of venous insufficiency. Necrosis of mammary gland 2 occurred in two of six flaps. One of six flaps survived with the exception of the cranial most aspect of mammary gland 2. Angiography of the cranial epigastric artery proved that arterial blood supply to these flaps was intact. Histological evaluation of the failed flaps showed full-thickness necrosis of the skin and subcutaneous tissues, the presence of severe congestion, and venous thrombosis. Retrograde venous blood flow through the flap was inconsistent, and hence resulted in failure of this myocutaneous flap. Use of this flap for clinical wound reconstruction cannot be recommended.

  18. Low-speed wind-tunnel investigation of the stability and control characteristics of a series of flying wings with sweep angles of 50 deg

    NASA Technical Reports Server (NTRS)

    Fears, Scott P.; Ross, Holly M.; Moul, Thomas M.

    1995-01-01

    A wind-tunnel investigation was conducted in the Langley 12-Foot Low-Speed Tunnel to study the low-speed stability and control characteristics of a series of four flying wings over an extended range of angle of attack (-8 deg to 48 deg). Because of the current emphasis on reducing the radar cross section (RCS) of new military aircraft, the planform of each wing was composed of lines swept at a relatively high angle of 50 deg, and all the trailing-edge lines were aligned with one of the two leading edges. Three arrow planforms with different aspect ratios and one diamond planform were tested. The models incorporated leading-edge flaps for improved longitudinal characteristics and lateral stability and had trailing-edge flaps in three segments that were deflected differentially for roll control, symmetrically for pitch control, and in a split fashion for yaw control. Three top body widths and two sizes of twin vertical tails were also tested on each model. A large aerodynamic database was compiled that could be used to evaluate some of the trade-offs involved in the design of a configuration with a reduced RCS and good flight dynamic characteristics.

  19. Low-speed wind-tunnel investigation of the stability and control characteristics of a series of flying wings with sweep angles of 70 deg

    NASA Technical Reports Server (NTRS)

    Ross, Holly M.; Fears, Scott P.; Moul, Thomas M.

    1995-01-01

    A wind-tunnel investigation was conducted in the Langley 12-Foot Low-Speed Tunnel to study the low-speed stability and control characteristics of a series of four flying wings over an extended range of angle of attack (-8 deg to 48 deg). Because of the current emphasis on reducing the radar cross section (RCS) of new military aircraft, the planform of each wing was composed of lines swept at a relatively high angle of 70 deg, and all the trailing edges and control surface hinge lines were aligned with one of the two leading edges. Three arrow planforms with different aspect ratios and one diamond planform were tested. The models incorporated leading-edge flaps for improved longitudinal characteristics and lateral stability and had three sets of trailing-edge flaps that were deflected differentially for roll control, symmetrically for pitch control, and in a split fashion for yaw control. Three top body widths and two sizes of twin vertical tails were also tested on each model. A large aerodynamic database was compiled that could be used to evaluate some of the trade-offs involved in the design of a configuration with a reduced RCS and good flight dynamic characteristics.

  20. Low-speed wind tunnel investigation of the stability and control characteristics of a series of flying wings with sweep angles of 60 deg

    NASA Technical Reports Server (NTRS)

    Moul, Thomas M.; Fears, Scott P.; Ross, Holly M.; Foster, John V.

    1995-01-01

    A wind tunnel investigation was conducted in the Langley 12-Foot Low-Speed Wind Tunnel to study the low-speed stability and control characteristics of a series of four flying wings over an extended range of angle of attack (-8 deg to 48 deg). Because of the current emphasis on reducing the radar cross section of new military aircraft, the planform of each wing was composed of lines swept at a relatively high angle of 60 deg, and all the trailing-edge lines were aligned with one of the two leading edges. Three arrow planforms with different aspect ratios and one diamond planform were tested. The models incorporated leading-edge flaps for improved pitching-moment characteristics and lateral stability and had three sets of trailing-edge flaps that were deflected differentially for roll control, symmetrically for pitch control, and in a split fashion for yaw control. Top bodies of three widths and twin vertical tails of various sizes and locations were also tested on each model. A large aerodynamic database was compiled that could be used to evaluate some of the trade-offs involved in the design of a configuration with a reduced radar cross section and good flight dynamic characteristics.

  1. Investigation of surface fluctuating pressures on a 1/4 scale YC-14 upper surface blown flap model

    NASA Technical Reports Server (NTRS)

    Pappa, R. S.

    1979-01-01

    Fluctuating pressures were measured at 30 positions on the surface of a 1/4-scale YC-14 wing and fuselage model during an outdoor static testing program. These data were obtained as part of a NASA program to study the fluctuating loads imposed on STOL aircraft configurations and to further the understanding of the scaling laws of unsteady surface pressure fields. Fluctuating pressure data were recorded at several discrete engine thrust settings for each of 16 configurations of the model. These data were reduced using the technique of random data analysis to obtain auto-and cross-spectral density functions and coherence functions for frequencies from 0 to 10 kHz, and cross-correlation functions for time delays from 0 to 10.24 ms. Results of this program provide the following items of particular interest: (1) Good collapse of normalized PSD functions on the USB flap was found using a technique applied by Lilley and Hodgson to data from a laboratory wall-jet apparatus. (2) Results indicate that the fluctuating pressure loading on surfaces washed by the jet exhaust flow was dominated by hydrodynamic pressure variations, loading on surface well outside the flow region dominated by acoustic pressure variations, and loading near the flow boundaries from a mixture of the two.

  2. The Differential Use of Bilobed and Trilobed Transposition Flaps in Cutaneous Nasal Reconstructive Surgery.

    PubMed

    Knackstedt, Thomas; Lee, Kachiu; Jellinek, Nathaniel J

    2018-05-22

    Bilobed and trilobed transposition flaps are versatile random pattern transposition flaps which reliably restore nasal symmetry, topography, light reflex, contour and are frequently used in cutaneous nasal reconstructive surgery. We wish to compare the characteristics of bilobed and trilobed flaps in cutaneous reconstructive surgery and to identify scenarios for their differential use. A retrospective chart review over 7 years of consecutive patients reconstructed with a bilobed or trilobed flap after Mohs micrographic surgery was performed. Statistical analysis of patient and surgery characteristics, anatomic distribution, postprocedural events and need for revisions after both flap types was conducted. One hundred eleven patients with bilobed flaps and 74 patients with trilobed flaps were identified. Bilobed flaps are significantly more frequently used on the inferior nasal dorsum and on the sidewall whereas trilobed flaps are significantly more frequently used on the nasal tip and infratip. No significant difference in postprocedural events (complications, erythema, trapdoor, etc) was noted between the two flap types. Bilobed and trilobed transposition flaps are versatile repairs for nasal reconstruction. Trilobed flaps may be used to repair defects in a more distal nasal location than bilobed flaps. Regardless of flap type, complications are rare.

  3. High-lift flow-physics flight experiments on a subsonic civil transport aircraft (B737-100)

    NASA Technical Reports Server (NTRS)

    Vandam, Cornelis P.

    1994-01-01

    As part of the subsonic transport high-lift program, flight experiments are being conducted using NASA Langley's B737-100 to measure the flow characteristics of the multi-element high-lift system at full-scale high-Reynolds-number conditions. The instrumentation consists of hot-film anemometers to measure boundary-layer states, an infra-red camera to detect transition from laminar to turbulent flow, Preston tubes to measure wall shear stress, boundary-layer rakes to measure off-surface velocity profiles, and pressure orifices to measure surface pressure distributions. The initial phase of this research project was recently concluded with two flights on July 14. This phase consisted of a total of twenty flights over a period of about ten weeks. In the coming months the data obtained in this initial set of flight experiments will be analyzed and the results will be used to finalize the instrumentation layout for the next set of flight experiments scheduled for Winter and Spring of 1995. The main goal of these upcoming flights will be: (1) to measure more detailed surface pressure distributions across the wing for a range of flight conditions and flap settings; (2) to visualize the surface flows across the multi-element wing at high-lift conditions using fluorescent mini tufts; and (3) to measure in more detail the changes in boundary-layer state on the various flap elements as a result of changes in flight condition and flap deflection. These flight measured results are being correlated with experimental data measured in ground-based facilities as well as with computational data calculated with methods based on the Navier-Stokes equations or a reduced set of these equations. Also these results provide insight into the extent of laminar flow that exists on actual multi-element lifting surfaces at full-scale high-life conditions. Preliminary results indicate that depending on the deflection angle, the slat and flap elements have significant regions of laminar flow over a wide range of angles of attack. Boundary-layer transition mechanisms that were observed include attachment-line contamination on the slat and inflectional instability on the slat and fore flap. Also, the results agree fairly well with the predictions reported in a paper presented at last year's AIAA Fluid Dynamics Conference. The fact that extended regions of laminar flow are shown to exist on the various elements of the high-lift system raises the question what the effect is of loss of laminar flow as a result of insect contamiantion, rain or ice accumulation on high-life performance.

  4. Vascularized osseous flaps and assessing their bipartate perfusion pattern via intraoperative fluorescence angiography.

    PubMed

    Valerio, Ian; Green, J Marshall; Sacks, Justin M; Thomas, Shane; Sabino, Jennifer; Acarturk, T Oguz

    2015-01-01

    Large segmental bone and composite tissue defects often require vascularized osseous flaps for definitive reconstruction. However, failed osseous flaps due to inadequate perfusion can lead to significant morbidity. Utilization of indocyanine green (ICG) fluorescence angiography has been previously shown to reliably assess soft tissue perfusion. Our group will outline the application of this useful intraoperative tool in evaluating the perfusion of vascularized osseous flaps. A retrospective review was performed to identify those osseous and/or osteocutaneous bone flaps, where ICG angiography was employed. Data analyzed included flap types, success and failure rates, and perfusion-related complications. All osseous flaps were evaluated by ICG angiography to confirm periosteal and endosteal perfusion. Overall 16 osseous free flaps utilizing intraoperative ICG angiography to assess vascularized osseous constructs were performed over a 3-year period. The flaps consisted of the following: nine osteocutaneous fibulas, two osseous-only fibulas, two scapular/parascapular with scapula bone, two quadricep-based muscle flaps, containing a vascularized femoral bone component, and one osteocutaneous fibula revision. All flap reconstructions were successful with the only perfusion-related complication being a case of delayed partial skin flap loss. Intraoperative fluorescence angiography is a useful adjunctive tool that can aid in flap design through angiosome mapping and can also assess flap perfusion, vascular pedicle flow, tissue perfusion before flap harvest, and flap perfusion after flap inset. Our group has successfully extended the application of this intraoperative tool to assess vascularized osseous flaps in an effort to reduce adverse outcomes related to preventable perfusion-related complications. Thieme Medical Publishers 333 Seventh Avenue, New York, NY 10001, USA.

  5. Clinical applications of perforator-based propeller flaps in upper limb soft tissue reconstruction.

    PubMed

    Ono, Shimpei; Sebastin, Sandeep J; Yazaki, Naoya; Hyakusoku, Hiko; Chung, Kevin C

    2011-05-01

    A propeller flap is an island flap that moves from one orientation to another by rotating around its vascular axis. The vascular axis is stationary, and flap movement is achieved by revolving on this axis. Early propeller flaps relied on a thick, subcutaneous pedicle to maintain vascularity, and this limited the flap rotation to 90°. With increasing awareness of the location and the vascular territory perfused by cutaneous perforators, it is now possible to design propeller flaps based on a single perforator, so-called "perforator-based propeller flaps." These flaps permit flap rotation up to 180°. We present the results of upper limb soft tissue reconstruction using perforator-based propeller flaps. We constructed a treatment strategy based on the location of the soft tissue defect and the perforator anatomy for expedient wound coverage in 1 stage. All perforator-based propeller flaps derived from 3 institutions that were used for upper limb soft tissue reconstruction were retrospectively analyzed. The parameters studied included the size and location of the defect, the perforator that was used, the size and shape of the flap, the direction (ie, clockwise or counter-clockwise) of flap rotation, the degree of twisting of the perforator, the management of the donor site (ie, linear closure or skin grafting), and flap survival (recorded as the percentage of the flap area that survived). Twelve perforator-based propeller flaps were used to reconstruct upper limb soft tissue defects in 12 patients. Six different perforators were used as vascular pedicles. The donor defects of 11 flaps could be closed primarily. One flap was partially lost in a patient with electrical burns. Perforator-based propeller flaps provide a reliable option for covering small- to medium-size upper limb soft tissue defects. Copyright © 2011 American Society for Surgery of the Hand. Published by Elsevier Inc. All rights reserved.

  6. [APPLICATION VALUE OF INDOCYANINE GREEN ANGIOGRAPHY IN FLAP RECONSTRUCTIVE SURGERY].

    PubMed

    Yang, Kai; Mu, Lan; Liu, Yan; Peng, Zhe; Li, Guangxue

    2015-09-01

    To investigate the utility of indocyanine green angiography in flap reconstructive surgery and possibility of decrease the complications. Indocyanine green angiography was performed on 14 patients undergoing flap reconstructive surgery between February and December 2014 to evaluate the blood perfusion of the flap and to adjust the operation plan. Of 14 cases, 2 were male and 12 were female, aged 23-58 years (mean, 35.5 years); 11 flaps were used for breast reconstruction [including 3 free deep inferior epigastric antery perforator (DIEP) flaps, 4 pedicled transverse rectus abdominis myocutaneous flaps (TRAM), 2 pedicled TRAM and free TRAM, and 2 pedicled latissimus dorsi myocutaneous flaps and prosthesis], 1 pedicled latissimus dorsi myocutaneous flap for repairing chest wall defect, 1 pedicled profunda artery perforator (PAP) flap for upper leg defect, and 1 pedicled descending genicular artery perforator flap for knee defect. The size of the flaps ranged from 9 cm x 6 cm to 26 cm x 12 cm. A total of 32 indocyanine green angiography were performed. There was no adverse reactions to the infusion of indocyanine green. The surgery management was adjusted according to results of indocyanine green angiography findings in 5 of 14 cases. The distal part of flap were discarded because of poor perfusion in 3 cases (1 DIEP flap, 1 TRAM, and 1 PAP flap) and the other 2 cases (pedicled TRAM) needed additional free anastomosis to ensure sufficient blood supply (pedicled TRAM and free TRAM); the other flaps were harvested according to preoperative plan and repaired defect successfully. The mean follow-up was 5 months (range, 1-9 months). The other flaps survived without infection or fat necrosis except 1 PAP flap with distal necrosis. Intraoperative indocyanine green angiography can provide real-time information of flap perfusion and then the operation plan can be adjusted in time to ensure the flap survival.

  7. PIV Measurements on a Blowing Flap

    NASA Technical Reports Server (NTRS)

    Hutcheson, Florence V.; Stead, Daniel J.

    2004-01-01

    PIV measurements of the flow in the region of a flap side edge are presented for several blowing flap configurations. The test model is a NACA 63(sub 2)-215 Hicks Mod-B main-element airfoil with a half-span Fowler flap. Air is blown from small slots located along the flap side edge on either the top, bottom or side surfaces. The test set up is described and flow measurements for a baseline and three blowing flap configurations are presented. The effects that the flap tip jets have on the structure of the flap side edge flow are discussed for each of the flap configurations tested. The results indicate that blowing air from a slot located along the top surface of the flap greatly weakened the top vortex system and pushed it further off the top surface. Blowing from the bottom flap surface kept the strong side vortex further outboard while blowing from the side surface only strengthened the vortex system or accelerated the merging of the side vortex to the flap top surface. It is concluded that blowing from the top or bottom surfaces of the flap may lead to a reduction of flap side edge noise.

  8. Long-Term Follow-Up of Flap Prefabrication in Facial Reconstruction.

    PubMed

    Wang, Weixin; Zhao, Muxin; Tang, Yong; Chen, Wen; Yang, Zhe; Ma, Ning; Xu, Lisi; Feng, Jun; Li, Yangqun

    2017-07-01

    Flap prefabrication is to turn a random flap into an axial flap by transferring a vascular pedicle. In the past 13 years, we have prefabricated 20 flaps in 20 patients by the superficial temporal artery and its concomitant veins. Typically, a 50- to 800-mL tissue expander was implanted in the donor site. After flap maturation, the prefabricated flap was raised and transferred locally to cover the large defect on the face. All the cases were followed up regularly. The patients' age were between 3 and 27 years, the size of the flaps were between 3.5 × 5.5 cm and 13 × 15 cm, the superficial temporal artery length was between 10 and 15 cm. All flaps were transferred successfully: 10 of the flaps had venous congestion, partial epidermis exfoliation and flap necrosis occurred in 4 flaps. All cases were followed up for at least 1 year, the longest follow-up period was 9 years. Long-term follow-up results showed the prefabricated flap survived in good condition and had a satisfactory outcome. Because flap prefabrication is practical, and long-term follow-ups have proved its preferable characters and stability, it is a fine method for large area facial reconstructions.

  9. Long-Term Patency of Twisted Vascular Pedicles in Perforator-Based Propeller Flaps.

    PubMed

    Jakubietz, Rafael G; Nickel, Aljoscha; Neshkova, Iva; Schmidt, Karsten; Gilbert, Fabian; Meffert, Rainer H; Jakubietz, Michael G

    2017-10-01

    Propeller flaps require torsion of the vascular pedicle of up to 180 degrees. Contrary to free flaps, where the relevance of an intact vascular pedicle has been documented, little is known regarding twisted pedicles of propeller flaps. As secondary surgeries requiring undermining of the flap are common in the extremities, knowledge regarding the necessity to protect the pedicle is relevant. The aim of this study was a long-term evaluation of the patency of vascular pedicle of propeller flaps. In a retrospective clinical study, 22 patients who underwent soft-tissue reconstruction with a propeller flap were evaluated after 43 months. A Doppler probe was used to locate and evaluate the patency of the vascular pedicle of the flap. The flaps were used in the lower extremity in 19 cases, on the trunk in 3 cases. All flaps had healed. In all patients, an intact vascular pedicle could be found. Flap size, source vessel, or infection could therefore not be linked to an increased risk of pedicle loss. The vascular pedicle of propeller flaps remains patent in the long term. This allows reelevation and undermining of the flap. We therefore recommend protecting the pedicle in all secondary cases to prevent later flap loss.

  10. New model of flap-gliding flight.

    PubMed

    Sachs, Gottfried

    2015-07-21

    A new modelling approach is presented for describing flap-gliding flight in birds and the associated mechanical energy cost of travelling. The new approach is based on the difference in the drag characteristics between flapping and non-flapping due to the drag increase caused by flapping. Thus, the possibility of a gliding flight phase, as it exists in flap-gliding flight, yields a performance advantage resulting from the decrease in the drag when compared with continuous flapping flight. Introducing an appropriate non-dimensionalization for the mathematical relations describing flap-gliding flight, results and findings of generally valid nature are derived. It is shown that there is an energy saving of flap-gliding flight in the entire speed range compared to continuous flapping flight. The energy saving reaches the highest level in the lower speed region. The travelling speed of flap-gliding flight is composed of the weighted average of the differing speeds in the flapping and gliding phases. Furthermore, the maximum range performance achievable with flap-gliding flight and the associated optimal travelling speed are determined. Copyright © 2015 Elsevier Ltd. All rights reserved.

  11. Intercostal artery perforator propeller flap for reconstruction of trunk defects following sarcoma resection.

    PubMed

    Zang, Mengqing; Yu, Shengji; Xu, Libin; Zhao, Zhenguo; Zhu, Shan; Ding, Qiang; Liu, Yuanbo

    2015-06-01

    Trunk defects following soft tissue sarcoma resection are usually managed by myocutaneous flaps or free flaps. However, harvesting muscle will cause functional morbidities and some trunk regions lack reliable recipient vessels. The intercostal arteries give off multiple perforators, which distribute widely over the trunk and can supply various pedicle flaps. Our purpose is to use various intercostal artery perforator propeller flaps for trunk oncologic reconstruction. Between November 2013 and July 2014, nine intercostal artery perforator propeller flaps were performed in seven patients to reconstruct the defects following sarcoma resection in different regions of the trunk, including the back, lumbar, chest, and abdomen. Two perforators from intercostal arteries were identified for each flap using Doppler ultrasound probe adjacent to the defect. The perforator with visible pulsation was chosen as the pedicle vessel. An elliptical flap was raised and rotated in a propeller fashion to repair the defects. There were one dorsal intercostal artery perforator flap, four dorsolateral intercostal artery perforator flaps, three lateral intercostal artery perforator flaps, and one anterior intercostal artery perforator flap. The mean skin paddle dimension was 9.38 cm in width (range 6-14 cm) and 21.22 cm in length (range 13-28 cm). All intercostal artery perforator flaps survived completely, except for marginal necrosis in one flap harvested close to the previous flap donor site. The intercostal artery perforator propeller flap provides various and valuable options in our reconstructive armamentarium for trunk oncologic reconstruction. To our knowledge, this is the first case series of using intercostal artery perforator propeller flaps for trunk oncologic reconstruction and clinical application of dorsolateral intercostal artery perforator flaps. Copyright © 2015 British Association of Plastic, Reconstructive and Aesthetic Surgeons. Published by Elsevier Ltd. All rights reserved.

  12. An innovative method of planning and displaying flap volume in DIEP flap breast reconstructions.

    PubMed

    Hummelink, S; Verhulst, Arico C; Maal, Thomas J J; Hoogeveen, Yvonne L; Schultze Kool, Leo J; Ulrich, Dietmar J O

    2017-07-01

    Determining the ideal volume of the harvested flap to achieve symmetry in deep inferior epigastric artery perforator (DIEP) flap breast reconstructions is complex. With preoperative imaging techniques such as 3D stereophotogrammetry and computed tomography angiography (CTA) available nowadays, we can combine information to preoperatively plan the optimal flap volume to be harvested. In this proof-of-concept, we investigated whether projection of a virtual flap planning onto the patient's abdomen using a projection method could result in harvesting the correct flap volume. In six patients (n = 9 breasts), 3D stereophotogrammetry and CTA data were combined from which a virtual flap planning was created comprising perforator locations, blood vessel trajectory and flap size. All projected perforators were verified with Doppler ultrasound. Intraoperative flap measurements were collected to validate the determined flap delineation volume. The measured breast volume using 3D stereophotogrammetry was 578 ± 127 cc; on CTA images, 527 ± 106 cc flap volumes were planned. The nine harvested flaps weighed 533 ± 109 g resulting in a planned versus harvested flap mean difference of 5 ± 27 g (flap density 1.0 g/ml). In 41 out of 42 projected perforator locations, a Doppler signal was audible. This proof-of-concept shows in small numbers that flap volumes can be included into a virtual DIEP flap planning, and transferring the virtual planning to the patient through a projection method results in harvesting approximately the same volume during surgery. In our opinion, this innovative approach is the first step in consequently achieving symmetric breast volumes in DIEP flap breast reconstructions. Copyright © 2017 British Association of Plastic, Reconstructive and Aesthetic Surgeons. Published by Elsevier Ltd. All rights reserved.

  13. Influence of Flap Thickness on Nipple Projection After Nipple Reconstruction Using a Modified Star Flap.

    PubMed

    Ishii, Naohiro; Ando, Jiro; Harao, Michiko; Takemae, Masaru; Kishi, Kazuo

    2018-05-07

    In nipple reconstruction, the width, length, and thickness of modified star flaps are concerns for long-term reconstructed nipple projection. However, the flap's projection has not been analyzed, based on its thickness. The aim of the present study was to investigate how flap thickness in a modified star flap influences the resulting reconstructed nipple and achieves an appropriate flap width in design. Sixty-three patients who underwent nipple reconstruction using a modified star flap following implant-based breast reconstruction between August 2014 and July 2016 were included in this case-controlled study. The length of laterally diverging flaps was 1.5 times their width. The thickness of each flap was measured using ultrasonography, and the average thickness was defined as the flap thickness. We investigated the correlation between the resulting reconstructed nipple and flap thickness, and the difference of the change in the reconstructed nipple projection after using a thin or thick flap. The average flap thickness was 3.8 ± 1.7 (range 2.5-6.0) mm. There was a significant, linear correlation between the flap thickness and resulting reconstructed nipple projection (β = 0.853, p < 0.01). Furthermore, the difference between the thin and thick flaps in the resulting reconstructed nipple projection was significant (p < 0.01). Measuring the flap thickness preoperatively may allow surgeons to achieve an appropriate flap width; otherwise, alternative methods for higher projection might be used. This journal requires that authors assign a level of evidence to each article. For a full description of these Evidence-Based Medicine ratings, please refer to the Table of Contents or the online Instructions to Authors www.springer.com/00266 .

  14. Medium- and Large-Sized Autologous Breast Reconstruction using a Fleur-de-lys Profunda Femoris Artery Perforator Flap Design: A Report Comparing Results with the Horizontal Profunda Femoris Artery Perforator Flap.

    PubMed

    Hunsinger, Vincent; Lhuaire, Martin; Haddad, Kevin; Wirz, Francesco-Saverio; Abedalthaqafi, Samah; Obadia, Déborah; Derder, Mohamed; Marchac, Alexandre; Benjoar, Marc David; Hivelin, Mikael; Lantieri, Laurent

    2018-06-02

     The volume of the profunda femoris artery perforator (PAP) flap limits its indications to small- and medium-sized breast reconstructions after modified radical mastectomy for cancer. We report a modified PAP flap design, including not only a vertical extension that increases its volume but also the skin surface, which suits larger breasts requiring immediate or delayed breast reconstructions and compare the results with our horizontal skin paddle PAP flap experience.  In our center between November 2014 and November 2016, 51 consecutive patients underwent a PAP flap breast reconstruction following breast cancer. A retrospective analysis on the collected data was performed to compare 34 patients with a bra cup smaller than C who underwent 41 horizontal PAP flap procedures, with those ( n  = 17) of a bra cup greater than or equal to C who underwent 21 fleur-de-lys PAP flap procedures. Demographic, anthropometric, flap and surgical characteristics, postoperative complication rates, and hospital stay were compared between the two groups.  The average flap weight was 480 g (range: 340-735 g) for the fleur-de-lys PAP flap group compared with 222 g (range: 187-325 g) for the horizontal PAP flap procedure ( p  < 0.001). The mean flap dimensions were 25 × 18 cm for the fleur-de-lys PAP flap group compared with 25 × 7 cm in the horizontal PAP flap group. No flap failure was observed in the fleur-de-lys PAP flap group compared with two flap failures secondary to venous thrombosis in the horizontal PAP flap group ( NS ). Three patients (14%) experienced delayed healing at the donor site compared with four patients (10%) in the horizontal PAP flap group ( NS ).  The fleur-de-lys skin paddle design not only allows an increase of the horizontal PAP flap volume, but also increases the skin surface, with an acceptable donor site morbidity. For medium- or large-sized breasts, the fleur-de-lys PAP flap seems to be ideal when a DIEP flap-based reconstruction is contraindicated. Thieme Medical Publishers 333 Seventh Avenue, New York, NY 10001, USA.

  15. Free-style dual plane recycling tensor fascia lata musculocutaneous perforator flap for reconstruction of recurrent trochanteric defects.

    PubMed

    Han, Ba Leun; Choi, Hwan Jun

    2014-03-01

    Sequential flap coverage might be required for recurrent defects, but reusing a flap as a donor site has seldom been reported. The concept of a "free-style flap" has been developed, and it allows reconstructive surgeons to raise flaps with various designs reliably, even at sites of previous flap surgery. This article presents the concept of free-style recycling of a tensor fascia lata flap into a perforator-based flap separated in 2 planes in a patient with a recurrent bilateral trochanteric defect. If a reliable perforator is preserved and identified within the tissues by computed tomography angiography or a Doppler device, a new perforator flap can be designed and raised at the previous flap site.

  16. Foucher first dorsal metacarpal artery flap versus littler heterodigital neurovascular flap in resurfacing thumb pulp loss defects.

    PubMed

    Delikonstantinou, Iraklis P; Gravvanis, Andreas I; Dimitriou, Vasilios; Zogogiannis, Ioannis; Douma, Amalia; Tsoutsos, Dimosthenis A

    2011-08-01

    Our study aims to illustrate the advantages and disadvantages of Foucher's first dorsal metacarpal artery flap and Littler's heterodigital neurovascular flap in thumb pulp reconstruction, by assessing wound healing of donor and recipient sites, sensibility, and functional outcome of the reconstructed thumb. Fourteen male patients were reconstructed either with Foucher (n = 8) or Littler flap (n = 6). Dissection of Foucher's flap was faster than that of Littler's flap. All Littler flaps survived completely, but we experienced 1 partial Foucher flap necrosis. Thumb motility and stability was optimal in all patients. Wound healing of donor sites was achieved in both groups. Two patients reconstructed with Littler flap developed scar contractures and presented a reduced range of motion of donor finger and first webspace, respectively. Although Littler flap resulted in better sensibility and tactile gnosis of the reconstructed thumb-pulp, Foucher flap ensured negligible donor site morbidity, complete cortical reorientation, and better overall hand function.

  17. Wind-Tunnel Investigation of an NACA 23021 Airfoil with a 0.32-Airfoil-Chord Double Slotted Flap

    NASA Technical Reports Server (NTRS)

    Fischel, Jack; Riebe, John M

    1944-01-01

    An investigation was made in the LMAL 7- by 10-foot wind tunnel of a NACA 23021 airfoil with a double slotted flap having a chord 32 percent of the airfoil chord (0.32c) to determine the aerodynamic section characteristics with the flaps deflected at various positions. The effects of moving the fore flap and rear flap as a unit and of deflecting or removing the lower lip of the slot were also determined. Three positions were selected for the fore flap and at each position the maximum lift of the airfoil was obtained with the rear flap at the maximum deflection used at that fore-flap position. The section lift of the airfoil increased as the fore flap was extended and maximum lift was obtained with the fore flap deflected 30 deg in the most extended position. This arrangement provided a maximum section lift coefficient of 3.31, which was higher than the value obtained with either a 0.2566c or a 0.40c single-slotted-flap arrangement and 0.25 less than the value obtained with a 0.4c double-slotted-flap arrangement on the same airfoil. The values of the profile-drag coefficient obtained with the 0.32c double slotted flap were larger than those for the 0.2566c or 0.40c single slotted flaps for section lift coefficients between 1.0 and approximately 2.7. At all values of the section lift coefficient above 1.0, the 0.40c double slotted flap had a lower profile drag than the 0.32c double slotted flap. At various values of the maximum section lift coefficient produced by various flap defections, the 0.32c double slotted flap gave negative section pitching-moment coefficients that were higher than those of other slotted flaps on the same airfoil. The 0.32c double slotted flap gave approximately the same maximum section lift coefficient as, but higher profile-drag coefficients over the entire lift range than, a similar arrangement of a 0.30c double slotted flap on an NACA 23012 airfoil.

  18. The Economy in Autologous Tissue Transfer: Part 1. The Kiss Flap Technique.

    PubMed

    Zhang, Yi Xin; Hayakawa, Thomas J; Levin, L Scott; Hallock, Geoffrey G; Lazzeri, Davide

    2016-03-01

    All reconstructive microsurgeons realize the need to improve aesthetic and functional donor-site outcomes. A "kiss" flap design concept was developed to increase the surface area of skin flap coverage while minimizing donor-site morbidity. The main goal of the kiss flap technique is to harvest multiple skin paddles that are smaller than those raised with traditional techniques, to minimize donor-site morbidity. These smaller flap components are then sutured to each other, or said to kiss each other side-by-side, to create a large, wide flap. The skin paddles in the kiss technique can be linked to one another by a variety of native intrinsic vascular connections, by additional microanastomosis, or both. This technique can be widely applied to both free and pedicle flaps, and essentially allows for the reconstruction of a large defect while providing the easy primary closure of a smaller donor-site defect. According to their origin of blood supply, kiss flaps are classified into three styles and five types. All of the different types of kiss flaps are unique in both flap design and harvest technique. Most kiss flaps are based on common flaps already familiar to the reconstructive surgeon. The basis of the kiss flap design concept is to convert multiple narrow flaps into a single unified flap of the desired greater width. This maximizes the size of the resulting flap and minimizes donor-site morbidity, as a direct linear closure is usually possible. Therapeutic, V.

  19. The Temporalis Muscle Flap for Palate Reconstruction: Case Series and Review of the Literature

    PubMed Central

    Brennan, Tara; Tham, Tristan M.; Costantino, Peter

    2017-01-01

    Introduction  The temporalis myofascial (TM) is an important reconstructive flap in palate reconstruction. Past studies have shown the temporalis myofascial flap to be safe as well as effective. Free flap reconstruction of palate defects is also a popular method used by contemporary surgeons. We aim to reaffirm the temporalis myofascial flap as a viable alternative to free flaps for palate reconstruction. Objective  We report our results using the temporalis flap for palate reconstruction in one of the largest case series reported. Our literature review is the first to describe complication rates of palate reconstruction using the TM flap. Methods  Retrospective chart review and review of the literature. Results  Fifteen patients underwent palate reconstruction with the TM flap. There were no cases of facial nerve injury. Five (33%) of these patients underwent secondary cranioplasty to address temporal hollowing after the TM flap. Three out of fifteen (20%) had flap related complications. Fourteen (93%) of the palate defects were successfully reconstructed, with the remaining case pending a secondary procedure to close the defect. Ultimately, all of the flaps (100%) survived. Conclusion  The TM flap is a viable method of palate defect closure with a high defect closure rate and flap survival rate. TM flaps are versatile in repairing palate defects of all sizes, in all regions of the palate. Cosmetic deformity created from TM flap harvest may be addressed using cranioplasty implant placement, either primarily or during a second stage procedure. PMID:28680495

  20. Improved wound healing of postischemic cutaneous flaps with the use of bone marrow-derived stem cells.

    PubMed

    Hu, Melissa; Ludlow, David; Alexander, J Steven; McLarty, Jerry; Lian, Timothy

    2014-03-01

    To determine if the intravascular delivery of mesenchymal stem cells improves wound healing and blood perfusion to postischemic cutaneous flap tissues. Randomized controlled study. A murine model of a cutaneous flap was created based on the inferior epigastric vessels. Mice (n = 14) underwent 3.5 hours of ischemia followed by reperfusion. Bone marrow stromal cells (BMSCs) 1 × 10(6) were injected intravenously. Wound healing was then assessed measuring percent flap necrosis, flap perfusion, and tensile strength of the flap after a period of 14 days. Localization of BMSCs was determined with radiolabeled and fluorescent labeled BMSCs. Postischemic cutaneous flap tissues treated with BMSCs demonstrated significantly less necrosis than control flaps (P <0.01). Beginning on postoperative day 5, BMSC-treated flaps demonstrated greater blood perfusion than untreated flaps (P <0.01). Tensile strength of BMSC-treated cutaneous flaps was significantly higher (P <0.01), with a mean strength of 283.4 ± 28.4 N/m than control flaps with a mean of 122.4 ± 23.5 N/m. Radiolabeled BMSCs localized to postischemic flaps compared to untreated tissues (P = 0.001). Fluorescent microscopy revealed incorporation of BMSCs into endothelial and epithelial tissues of postischemic flaps. This study demonstrates that the intravascular delivery of BMSCs increases wound healing and promotes flap survival following ischemia-reperfusion injury of cutaneous tissue flaps. © 2013 The American Laryngological, Rhinological and Otological Society, Inc.

  1. Summary of the recent short-haul systems studies

    NASA Technical Reports Server (NTRS)

    Savin, R. C.; Galloway, T. L.; Wilcox, D. E.; Kenyon, G. C.; Ardema, M. D.; Waters, M. H.

    1975-01-01

    The results of several NASA sponsored high density short haul air transportation systems studies are reported as well as analyzed. Included are the total STOL systems analysis approach, a companion STOL composites study conducted in conjunction with STOL systems studies, a STOL economic assessment study, an evaluation of STOL aircraft with and without externally blown flaps, an alternative STOL systems for the San Francisco Bay Area, and the quiet, clean experimental engine studies. Assumptions and results of these studies are summarized, their differences, analyzed, and the results compared with those in-house analyses performed by the Systems Studies Division of the NASA-Ames Research Center. Pertinent conclusions are developed and the more significant technology needs for the evaluation of a viable short haul transportation system are identified.

  2. Optimal control theory investigation of proprotor/wing response to vertical gust

    NASA Technical Reports Server (NTRS)

    Frick, J. K. D.; Johnson, W.

    1974-01-01

    Optimal control theory is used to design linear state variable feedback to improve the dynamic characteristics of a rotor and cantilever wing representing the tilting proprotor aircraft in cruise flight. The response to a vertical gust and system damping are used as criteria for the open and closed loop performance. The improvement in the dynamic characteristics achievable is examined for a gimballed rotor and for a hingeless rotor design. Several features of the design process are examined, including: (1) using only the wing or only the rotor dynamics in the control system design; (2) the use of a wing flap as well as the rotor controls for inputs; (3) and the performance of the system designed for one velocity at other forward speeds.

  3. Active Tailoring of Lift Distribution to Enhance Cruise Performance

    NASA Technical Reports Server (NTRS)

    Flamm, Jeffrey D. (Technical Monitor); Pfeiffer, Neal J.; Christians, Joel G.

    2005-01-01

    During Phase I of this project, Raytheon Aircraft Company (RAC) has analytically and experimentally evaluated key components of a system that could be implemented for active tailoring of wing lift distribution using low-drag, trailing-edge modifications. Simple systems such as those studied by RAC could be used to enhance the cruise performance of a business jet configuration over a range of typical flight conditions. The trailing-edge modifications focus on simple, deployable mechanisms comprised of extendable small flap panels over portions of the span that could be used to subtly but positively optimize the lift and drag characteristics. The report includes results from low speed wind tunnel testing of the trailing-edge devices, descriptions of potential mechanisms for automation, and an assessment of the technology.

  4. Tactical STOL moment balance through innovative configuration technology

    NASA Technical Reports Server (NTRS)

    Eckard, G. J.; Sutton, R. C.; Poth, G. E.

    1981-01-01

    Innovative and conventional thrust vectoring moment balance mechanisms, as applied to advanced tactical fighters, are examined. The innovative mechanisms include thrust line translation, life line translation, and auxiliary power control; the conventional mechanisms under investigation are horizontal tails, canards, and variable sweep wings. These mechanisms are tested for their ability to provide negative static margins for landing approach or relocation of the vectored thrust line nearer the aircraft's center of gravity. The net pitching moment due to wing, flaps, and vectored thrust lift would then be small, making possible beneficial trim forces from small trimming devices. These innovative mechanisms are, however, possibly heavy and must be evaluated on their complexity, reliability, maintainability, and STOL capabilities. Several candidate fighter configurations are compared and evaluated.

  5. A new approach to complete aircraft landing gear noise prediction

    NASA Astrophysics Data System (ADS)

    Lopes, Leonard V.

    This thesis describes a new landing gear noise prediction system developed at The Pennsylvania State University, called Landing Gear Model and Acoustic Prediction code (LGMAP). LGMAP is used to predict the noise of an isolated or installed landing gear geometry. The predictions include several techniques to approximate the aeroacoustic and aerodynamic interactions of landing gear noise generation. These include (1) a method for approximating the shielding of noise caused by the landing gear geometry, (2) accounting for local flow variations due to the wing geometry, (3) the interaction of the landing gear wake with high-lift devices, and (4) a method for estimating the effect of gross landing gear design changes on local flow and acoustic radiation. The LGMAP aeroacoustic prediction system has been created to predict the noise generated by a given landing gear. The landing gear is modeled as a set of simple components that represent individual parts of the structure. Each component, ranging from large to small, is represented by a simple geometric shape and the unsteady flow on the component is modeled based on an individual characteristic length, local flow velocity, and the turbulent flow environment. A small set of universal models is developed and applied to a large range of similar components. These universal models, combined with the actual component geometry and local environment, give a unique loading spectrum and acoustic field for each component. Then, the sum of all the individual components in the complete configuration is used to model the high level of geometric complexity typical of current aircraft undercarriage designs. A line of sight shielding algorithm based on scattering by a two-dimensional cylinder approximates the effect of acoustic shielding caused by the landing gear. Using the scattering from a cylinder in two-dimensions at an observer position directly behind the cylinder, LGMAP is able to estimate the reduction in noise due to shielding by the landing gear geometry. This thesis compares predictions with data from a recent wind tunnel experiment conducted at NASA Langley Research Center, and demonstrates that including the acoustic scattering can improve the predictions by LGMAP at all observer positions. In this way, LGMAP provides more information about the actual noise propagation than simple empirical schemes. Two-dimensional FLUENT calculations of approximate wing cross-sections are used by LGMAP to compute the change in noise due to the change in local flow velocity in the vicinity of the landing gear due to circulation around the wing. By varying angle of attack and flap deflection angle in the CFD calculations, LGMAP is able to predict the noise level change due to the change in local flow velocity in the landing gear vicinity. A brief trade study is performed on the angle of attack of the wing and flap deflection angle of the flap system. It is shown that increasing the angle of attack or flap deflection angle reduces the flow velocity in the vicinity of the landing gear, and therefore the predicted noise. Predictions demonstrate the ability of the prediction system to quickly estimate the change in landing gear noise caused by a change in wing configuration. A three-dimensional immersed boundary CFD calculation of simplified landing gear geometries provides relatively quick estimates of the mean flow around the landing gear. The mean flow calculation provides the landing gear wake geometry for the prediction of trailing edge noise associated with the interaction of the landing gear wake with the high lift devices. Using wind tunnel experiments that relate turbulent intensity to wake size and the Ffowcs Williams and Hall trailing edge noise equation for the acoustic calculation, LGMAP is able to predict the landing gear wake generated trailing edge noise. In this manner, LGMAP includes the effect of the interaction of the landing gear's wake with the wing/flap system on the radiated noise. The final prediction technique implemented includes local flow calculations of a landing gear with various truck angles using the immersed boundary scheme. Using the mean flow calculation, LGMAP is able to predict noise changes caused by gross changes in landing gear design. Calculations of the mean flow around the landing gear show that the rear wheels of a six-wheel bogie experience significantly reduced mean flow velocity when the truck is placed in a toe-down configuration. This reduction in the mean flow results is a lower noise signature from the rear wheel. Since the noise from a six-wheel bogie at flyover observer positions is primarily composed of wheel noise, the reduced local flow velocity results in a reduced noise signature from the entire landing gear geometry. Comparisons with measurements show the accuracy of the predictions of landing gear noise levels and directivity. Airframe noise predictions for the landing gear of a complete aircraft are described including all of the above mentioned developments and prediction techniques. These show that the nose gear noise and the landing gear wake/flap interaction noise, while not significantly changing the overall shape of the radiated noise, do contribute to the overall noise from the installed landing gear.

  6. [A variant of island flaps for the covering of pressure sores: the hatchet flap. Apropos of 31 cases].

    PubMed

    Quillot, M; Lodde, J P; Pegorier, O; Reynaud, J P; Cormerais, A

    1994-08-01

    The authors propose a modification of the classical design of island flaps for cover of pressure sores, applied to gluteus maximus and tensor fascia lata muscles: the hatchet flap. 31 flaps have been used including 13 gluteus maximus superior flaps for sacral pressure sores, 9 gluteal inferior flaps for ischial pressure sores and 9 tensor fascia lata flaps for trochanteric pressure sores. A small partial necrosis and two cases of sepsis were observed in this series, but did not require surgical revision. The authors emphasize the value of this modification of the classical flap design, which preserves an even better musculocutaneous capital in these patients, who are often already multi-operated. The very rapid recovery of patients supports the authors' application of hatchet flaps to the surgery of pressure sores, and suggests the extension to other musculocutaneous flaps in the future.

  7. The Anterior Interosseus Artery Perforator Flap: Anatomical Dissections and Clinical Study.

    PubMed

    Panse, Nikhil S; Joshi, Sheetal B; Sahasrabudhe, Parag B; Bahetee, B; Gurude, Pradnya; Chandanwale, Ajay

    2017-05-01

    Reconstruction of upper extremity deformities continues to be a challenge to the reconstructive surgeon. Various loco regional, distant and free flaps are available for reconstruction. However, each has its own set of advantages and disadvantages. Of the commonly performed local flaps, radial artery forearm flap, and the posterior interosseus artery flap stand out prominently. Recently, perforator propeller flaps have been used for resurfacing the upper extremity. The anterior interosseus artery perforator flap is an uncommonly used and described flap. This study was divided into anatomical study and clinical application in a IV level of evidence. In the anatomical study, five upper extremities were studied. Clinically, 12 patients underwent reconstruction using the anterior interosseus artery perforator flap. Flaps were performed by a single surgeon. A retrospective review of these cases from November 2008 to May 2014 is presented. The anterior interosseus artery perforator was identified in four out of five cadaver limbs. The septocutaneous perforator was in the fifth extensor compartment around 4 cm proximal to the wrist joint. Of the twelve flaps, there was complete necrosis in one flap, and partial necrosis in one flap. The patient with complete necrosis underwent skin grafting at a later date. The wound healed secondarily in case of partial flap necrosis. Anterior interosseus artery perforator flap must be considered as an important reconstructive option in the armamentarium of the plastic surgeon, while managing hand and wrist defects.

  8. [Aesthetic effect of wound repair with flaps].

    PubMed

    Tan, Qian; Zhou, Hong-Reng; Wang, Shu-Qin; Zheng, Dong-Feng; Xu, Peng; Wu, Jie; Ge, Hua-Qiang; Lin, Yue; Yan, Xin

    2012-08-01

    To investigate the aesthetic effect of wound repair with flaps. One thousand nine hundred and ninety-six patients with 2082 wounds hospitalized from January 2004 to December 2011. These wounds included 503 deep burn wounds, 268 pressure sores, 392 soft tissue defects caused by trauma, 479 soft tissue defects due to resection of skin cancer and mole removal, 314 soft tissue defects caused by scar excision, and 126 other wounds. Wound area ranged from 1.5 cm x 1.0 cm to 30.0 cm x 22.0 cm. Sliding flaps, expanded flaps, pedicle flaps, and free flaps were used to repair the wounds in accordance with the principle and timing of wound repair with flaps. Five flaps showed venous congestion within 48 hours post-operation, 2 flaps of them improved after local massage. One flap survived after local heparin wet packing and venous bloodletting. One flap survived after emergency surgical embolectomy and bridging with saphenous vein graft. One flap showed partial necrosis and healed after skin grafting. The other flaps survived well. One thousand three hundred and twenty-one patients were followed up for 3 months to 2 years, and flaps of them were satisfactory in shape, color, and elasticity, similar to that of normal skin. Some patients underwent scar revision later with good results. Application of suitable flaps in wound repair will result in quick wound healing, good function recovery, and satisfactory aesthetic effect.

  9. [Predictability of the corneal flap creation with the femtosecond laser in LASIK].

    PubMed

    Mai, Zhi-bin; Liu, Su-bing; Nie, Xiao-li; Sun, Hong-xia; Xin, Bao-li; Tang, Xiu-xia

    2012-05-01

    To observe the predictability of corneal flap creation with the FEMTO LDV femtosecond laser and analyze preliminarily the factors correlating to the thickness and diameter of the flap . It was a study of serial cases. 260 eyes of 130 consecutive patients were treated with the FEMTO LDV. The eyes were assigned to two groups according to intended flap thickness, 110 µm (208 eyes) and 90 µm (52 eyes). Intended flap diameter varied from 8.5 to 9.5 mm. Difference analysis of flap diameter and intended diameter as well as flap thickness and intended thickness were made. The data was analyzed with SPSS to sum up a multiple stepwise regression formula that could express their quantitative relationship. The 90 µm flap group had a average flap thickness of (95.12 ± 7.65) µm, while for the 110 µm group the average flap thickness was (104.81 ± 3.09) µm. The difference between right and left eyes was not statistically significant (t(110 µm) = -1.223, t(90 µm) = -1.343, P > 0.05). Corneal flap thickness was inversely correlated with flap diameter (r(110 µm) = -0.143, r(90 µm) = -0.315, P < 0.05), but was not related to preoperative patient age, corneal thickness, keratometric value K or intraocular pressure (r(110 µm) = -0.160, 0.054, -0.011, -0.363; r(90 µm) = 0.024, 0.074, -0.212, -0.434, all P > 0.05). Corneal flap diameter was positively correlated with preoperative corneal keratometric value K and thickness (P < 0.001, P < 0.05). Multiple stepwise regression analysis showed flap diameter was an influencing factor for flap thickness. Preoperative corneal keratometric value K and thickness were influencing factors for flap diameter. The LASIK flap creation with the FEMTO LDV laser has relatively good predictability. Flap diameter is an influencing factor for flap thickness.

  10. 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.

  11. [Pedicle flap of nasal septum-basis nasi and temporal muscucofascial flap to repair nasoseptal perforation].

    PubMed

    Yin, Xinghong; Hu, Wei; Zhang, Xinhai; Sun, Min

    2014-10-01

    To explore curative effect with pedicle flap of nasal septum-basis nasi and temporal muscucofascial flap to repair nasal septal perforation. Dissecting mucoperichondrium and mucoperioseptum around the perforation and taking dowm and out xia-ward to the floor of nasal cavity to make a inferior extremity pedicle flap. Then,the flap was tumbled and sutured onto raw surface of contralateral side through perforation. Reapplicating autoallergic temporal musculofascial flap to repair another side perforation. Repairing perforation Sin twelve cases were sucessfully healed in endoscope. The pedicle flap of nasal septum-basis nasi and temporal muscucofascial flap is easy to acquire and no rejection. The flap has good blood supplying, high survival rate and provides adequate transplantating materail to repair comparatively large perforation.

  12. [The repair of bulky tissue defect of forearm with skin flaps].

    PubMed

    Huang, Xiaoyuan; Long, Jianhong; Xie, Tinghong; Zhang, Minghua; Zhang, Pihong; Yang, Xinghua; Zhong, Keqin

    2002-12-01

    To evaluate the repairing methods of bulky tissue defect of forearm with flaps. Twenty-one burned patients with wounds in the forearm were enrolled in this study. The injury causes were high-voltage electricity, hot press or crush injury. After local debridement, the forearm defects were repaired with pedicled complex flaps, latissimus dorsi musculocutaneous island flaps or large thoraco-abdominal flaps immediately. All the flaps survived very well with satisfactory results except for 1 patient in whom local ischemic necrosis and sub-flap infection at the distal end of the flap occurred. Early debridement followed by skin flaps with pedicles or musculocutaneous flaps transfer could be simple, safe and reliable treatment strategies in the management of bulky tissue defects of the forearm due to burn, electric injury, or other devastating injuries.

  13. The perforator pedicled propeller (PPP) flap method: report of two cases.

    PubMed

    Hyakusoku, Hiko; Ogawa, Rei; Oki, Koichiro; Ishii, Nobuaki

    2007-10-01

    Perforator flaps are thin free-tissue transfers consisting of skin and subcutaneous tissue which have the advantage of decreasing donor site morbidity. We have reconstructed postburn scar contractures using "propeller flaps" of the remaining healthy skin around the recipient sites. In this paper, we report on two cases and describe the concept of using "perforator flaps" and "propeller flaps" together as what are called "perforator pedicled propeller (PPP) flaps." Patient 1 was an 18-year-old man with a sacral pressure ulcer. The soft tissue defect was reconstructed with a rotated superior gluteal artery PPP flap. Patient 2 was a 53-year-old woman who presented with an open fracture of the right elbow. The skin defect over the fracture was covered with a rotated deep brachial artery PPP flap raised on the lateral upper arm. The PPP flaps are useful for burn reconstruction and repairing various types of wound. Moreover, microsurgery is unnecessary. The PPP flap may be classified into two types: the central axis type and the acentric axis type. The central axis PPP flap is significant when used as a 90-degree-rotation island flap, and the acentric axis PPP flap is significant when used as a 180-degree-rotation island flap. Both types are easy to harvest and useful for repairing various kinds of wound.

  14. The "Tokyo" consensus on propeller flaps.

    PubMed

    Pignatti, Marco; Ogawa, Rei; Hallock, Geoffrey G; Mateev, Musa; Georgescu, Alexandru V; Balakrishnan, Govindasamy; Ono, Shimpei; Cubison, Tania C S; D'Arpa, Salvatore; Koshima, Isao; Hyakusoku, Hikko

    2011-02-01

    Over the past few years, the use of propeller flaps, which base their blood supply on subcutaneous tissue or isolated perforators, has become increasingly popular. Because no consensus has yet been reached on terminology and nomenclature of the propeller flap, different and confusing uses of the term can be found in the literature. In this article, the authors report the consensus on the definition and classification of propeller flaps reached by the authors that gathered at the First Tokyo Meeting on Perforator and Propeller Flaps in June of 2009. Some peculiar aspects of the surgical technique are discussed. A propeller flap can be defined as an "island flap that reaches the recipient site through an axial rotation." The classification is based on the nourishing pedicle (subcutaneous pedicled propeller flap, perforator pedicled propeller flap, supercharged propeller flap), the degrees of skin island rotation (90 to 180 degrees) and, when possible, the artery of origin of the perforator. The propeller flap is a useful reconstructive tool that can achieve good cosmetic and functional results. A flap should be called a propeller flap only if it fulfils the definition above. The type of nourishing pedicle, the source vessel (when known), and the degree of skin island rotation should be specified for each flap.

  15. Reconstruction of the Foot and Ankle Using Pedicled or Free Flaps: Perioperative Flap Survival Analysis

    PubMed Central

    Li, Xiucun; Cui, Jianli; Maharjan, Suraj; Lu, Laijin; Gong, Xu

    2016-01-01

    Objective The purpose of this study is to determine the correlation between non-technical risk factors and the perioperative flap survival rate and to evaluate the choice of skin flap for the reconstruction of foot and ankle. Methods This was a clinical retrospective study. Nine variables were identified. The Kaplan-Meier method coupled with a log-rank test and a Cox regression model was used to predict the risk factors that influence the perioperative flap survival rate. The relationship between postoperative wound infection and risk factors was also analyzed using a logistic regression model. Results The overall flap survival rate was 85.42%. The necrosis rates of free flaps and pedicled flaps were 5.26% and 20.69%, respectively. According to the Cox regression model, flap type (hazard ratio [HR] = 2.592; 95% confidence interval [CI] (1.606, 4.184); P < 0.001) and postoperative wound infection (HR = 0.266; 95% CI (0.134, 0.529); P < 0.001) were found to be statistically significant risk factors associated with flap necrosis. Based on the logistic regression model, preoperative wound bed inflammation (odds ratio [OR] = 11.371,95% CI (3.117, 41.478), P < 0.001) was a statistically significant risk factor for postoperative wound infection. Conclusion Flap type and postoperative wound infection were both independent risk factors influencing the flap survival rate in the foot and ankle. However, postoperative wound infection was a risk factor for the pedicled flap but not for the free flap. Microvascular anastomosis is a major cause of free flap necrosis. To reconstruct complex or wide soft tissue defects of the foot or ankle, free flaps are safer and more reliable than pedicled flaps and should thus be the primary choice. PMID:27930679

  16. Supraclavicular artery perforator flap in management of post-burn neck reconstruction: clinical experience

    PubMed Central

    Ismail, H.; Elshobaky, A.

    2016-01-01

    Summary Anterior cervical contractures of the neck represent a great challenge for plastic and reconstructive surgeons. Necks can be reconstructed with a wide range of surgical techniques, including chimeric flaps, supercharged flap, pre-expanded flaps, “superthin” flaps and perforator flaps. The supraclavicular flap is easy to harvest without the need for free tissue transfer. It provides a relatively large flap for neck resurfacing with tissue very similar to that of the neck. Between January 2013 and March 2015, 20 patients suffering from postburn neck contracture underwent reconstruction with 20 unilateral supraclavicular artery perforator flaps. Nineteen patients had post-burn neck contractures (9 cases type Іc, 10 cases type Пc) while only one had post-burn granulation tissue in the neck. We harvested fifteen flaps from the right side and five from the left. Size of the reconstructed defect ranged from 23x10 to14x6, and flap size varied from 25/11 to 16/7cm. Period of follow up ranged from 27-2months (average 12.3). Nineteen flaps survived well (95% survival rate): only one was lost due to iatrogenic extensive dissection over the pedicle. Five cases showed distal superficial epidermolysis, and 2 cases showed 2 cm complete distal necrosis. All patients were managed conservatively. Our results coincide with other literature results confirming the efficacy and rich vascularity of this flap. In all cases with distal partial necrosis, flaps were 23 cm or more. We recommend that supraclavicular flaps of more than 22 cm in length are not harvested immediately and that flaps are expanded before harvesting. Expanding the supraclavicular flap increases its surface area and decreases donor site morbidity. PMID:28149252

  17. Cracking the perfusion code?: Laser-assisted Indocyanine Green angiography and combined laser Doppler spectrophotometry for intraoperative evaluation of tissue perfusion in autologous breast reconstruction with DIEP or ms-TRAM flaps.

    PubMed

    Ludolph, Ingo; Arkudas, Andreas; Schmitz, Marweh; Boos, Anja M; Taeger, Christian D; Rother, Ulrich; Horch, Raymund E; Beier, Justus P

    2016-10-01

    The aim of this prospective study was to assess the correlation of flap perfusion analysis based on laser-assisted Indocyanine Green (ICG) angiography with combined laser Doppler spectrophotometry in autologous breast reconstruction using free DIEP/ms-TRAM flaps. Between February 2014 and July 2015, 35 free DIEP/ms-TRAM flaps were included in this study. Besides the clinical evaluation of flaps, intraoperative perfusion dynamics were assessed by means of laser-assisted ICG angiography and post-capillary oxygen saturation and relative haemoglobin content (rHb) using combined laser Doppler spectrophotometry. Correlation of the aforementioned parameters was analysed, as well as the impact on flap design and postoperative complications. Flap survival rate was 100%. There were no partial flap losses. In three cases, flap design was based on the angiography, contrary to clinical evaluation and spectrophotometry. The final decision on the inclusion of flap areas was based on the angiographic perfusion pattern. Angiography and spectrophotometry showed a correlation in most of the cases regarding tissue perfusion, post-capillary oxygen saturation and relative haemoglobin content. Laser-assisted ICG angiography is a useful tool for intraoperative evaluation of flap perfusion in autologous breast reconstruction with DIEP/ms-TRAM flaps, especially in decision making in cases where flap perfusion is not clearly assessable by clinical signs and exact determination of well-perfused flap margins is difficult to obtain. It provides an objective real-time analysis of flap perfusion, with high sensitivity for the detection of poorly perfused flap areas. Concerning the topographical mapping of well-perfused flap areas, laser-assisted angiography is superior to combined laser Doppler spectrophotometry. Copyright © 2016 British Association of Plastic, Reconstructive and Aesthetic Surgeons. Published by Elsevier Ltd. All rights reserved.

  18. 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.

  19. Evolution in Monitoring of Free Flap Autologous Breast Reconstruction after Nipple-Sparing Mastectomy: Is There a Best Way?

    PubMed

    Frey, Jordan D; Stranix, John T; Chiodo, Michael V; Alperovich, Michael; Ahn, Christina Y; Allen, Robert J; Choi, Mihye; Karp, Nolan S; Levine, Jamie P

    2018-05-01

    Free flap monitoring in autologous reconstruction after nipple-sparing mastectomy remains controversial. The authors therefore examined outcomes in nipple-sparing mastectomy with buried free flap reconstruction versus free flap reconstruction incorporating a monitoring skin paddle. Autologous free flap reconstructions with nipple-sparing mastectomy performed from 2006 to 2015 were identified. Demographics and operative results were analyzed and compared between buried flaps and those with a skin paddle for monitoring. Two hundred twenty-one free flaps for nipple-sparing mastectomy reconstruction were identified: 50 buried flaps and 171 flaps incorporating a skin paddle. The most common flaps used were deep inferior epigastric perforator (64 percent), profunda artery perforator (12.1 percent), and muscle-sparing transverse rectus abdominis myocutaneous flaps (10.4 percent). Patients undergoing autologous reconstructions with a skin paddle had a significantly greater body mass index (p = 0.006). Mastectomy weight (p = 0.017) and flap weight (p < 0.0001) were significantly greater in flaps incorporating a skin paddle. Comparing outcomes, there were no significant differences in flap failure (2.0 percent versus 2.3 percent; p = 1.000) or percentage of flaps requiring return to the operating room (6.0 percent versus 4.7 percent; p = 0.715) between groups. Buried flaps had an absolute greater mean number of revision procedures per nipple-sparing mastectomy (0.82) compared with the skin paddle group (0.44); however, rates of revision procedures per nipple-sparing mastectomy were statistically equivalent between the groups (p = 0.296). Although buried free flap reconstruction in nipple-sparing mastectomy has been shown to be safe and effective, the authors' technique has evolved to favor incorporating a skin paddle, which allows for clinical monitoring and can be removed at the time of secondary revision. Therapeutic, III.

  20. Refining the cross-finger flap: Considerations of flap insetting, aesthetics and donor site morbidity.

    PubMed

    Chong, Chew-Wei; Lin, Cheng-Hung; Lin, Yu-Te; Hsu, Chung-Chen; Chen, Shih-Heng

    2018-04-01

    We described a laterally based cross-finger flap for reconstruction of soft tissue defects in the fingers. This modification enables coverage of volar or dorsal soft tissue defects at the distal, middle or proximal phalanx. From March 2015 to January 2017, a total of 12 patients (13 fingers) underwent soft tissue reconstruction of the fingers with a laterally based cross-finger flap. The flap dimensions ranged from 13 ×7 mm to 43 ×13 mm. Eleven of the 13 flaps survived completely. The two flap failures were attributed to injuries in the donor fingers, rendering the blood supply of the flaps unreliable. All donor sites were closed primarily without the need for skin grafting, negating the problem of donor site morbidity that is associated with skin graft harvesting. The laterally based cross-finger flap is a versatile flap with less donor site morbidity and better aesthetics than a conventional cross-finger flap. We described the design of the flap, as well as the advantages and disadvantages, in doing a laterally based cross-finger flap. Copyright © 2017 British Association of Plastic, Reconstructive and Aesthetic Surgeons. Published by Elsevier Ltd. All rights reserved.

  1. Propeller Perforator Flaps in Distal Lower Leg: Evolution and Clinical Applications

    PubMed Central

    2012-01-01

    Simple or complex defects in the lower leg, and especially in its distal third, continue to be a challenging task for reconstructive surgeons. A variety of flaps were used in the attempt to achieve excellence in form and function. After a long evolution of the reconstructive methods, including random pattern flaps, axial pattern flaps, musculocutaneous flaps and fasciocutaneous flaps, the reappraisal of the works of Manchot and Salmon by Taylor and Palmer opened the era of perforator flaps. This era began in 1989, when Koshima and Soeda, and separately Kroll and Rosenfield described the first applications of such flaps. Perforator flaps, whether free or pedicled, gained a high popularity due to their main advantages: decreasing donor-site morbidity and improving aesthetic outcome. The use as local perforator flaps in lower leg was possible due to a better understanding of the cutaneous circulation, leg vascular anatomy, angiosome and perforasome concepts, as well as innovations in flaps design. This review will describe the evolution, anatomy, flap design, and technique of the main distally pedicled propeller perforator flaps used in the reconstruction of defects in the distal third of the lower leg and foot. PMID:22783507

  2. Free versus perforator-pedicled propeller flaps in lower extremity reconstruction: What is the safest coverage? A meta-analysis.

    PubMed

    Bekara, Farid; Herlin, Christian; Somda, Serge; de Runz, Antoine; Grolleau, Jean Louis; Chaput, Benoit

    2018-01-01

    Currently, increasingly reconstructive surgeon consider the failure rates of perforator propeller flaps especially in the distal third of the lower leg are too important and prefer to return to the use of free flap at first line option with failure rates frequently lower than 5%. So, we performed a systematic review with meta-analysis comparing free flaps (perforator-based or not) and pedicled-propeller flaps to respond to the question "what is the safest coverage for distal third of the lower limb?" This review was conducted according to PRISMA criteria. From 1991 to 2015, MEDLINE®, Pubmed central, Embase and Cochrane Library were searched. The pooled estimations were performed by meta-analysis. The homogeneity Q statistic and the I 2 index were computed. We included 36 articles for free flaps (1,226 flaps) and 19 articles for pedicled-propeller flaps (302 flaps). The overall failure rate was 3.9% [95%CI:2.6-5.3] for free flaps and 2.77% [95%CI:0.0-5.6] for pedicled-propeller flaps (P = 0.36). The complication rates were 19.0% for free flaps and 21.4% for pedicled-propeller flaps (P = 0.37). In more detail, we noted for free flaps versus pedicled-propeller flaps: partial necrosis (2.70 vs. 6.88%, P = 0.001%), wound dehiscence (2.38 vs. 0.26%, P = 0.018), infection (4.45 vs. 1.22%, P = 0.009). The coverage failure rate was 5.24% [95%CI:3.68-6.81] versus 2.99% [95%CI:0.38-5.60] without significant difference (P = 0.016). In the lower limb the complications are not rare and many teams consider the free flaps to be safer. In this meta-analysis we provide evidence that failure and overall complications rate of perforator propeller flaps are comparable with free flaps. Although, partial necrosis is significantly higher for pedicled-propeller flaps than free flaps, in reality the success of coverage appears similar. © 2016 Wiley Periodicals, Inc. Microsurgery, 38:109-119, 2018. © 2016 Wiley Periodicals, Inc.

  3. 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.

  4. Surgical therapy of vulvar cancer: how to choose the correct reconstruction?

    PubMed Central

    2016-01-01

    Objective To create a comprehensive algorithmic approach to reconstruction after vulvar cancer ablative surgery, which includes both traditional and perforator flaps, evaluating anatomical subunits and shape of the defect. Methods We retrospectively reviewed 80 cases of reconstruction after vulvar cancer ablative surgery, performed between June 2006 and January 2016, transferring 101 flaps. We registered the possibility to achieve the complete wound closure, even in presence of very complex defects, and the postoperative complications. On the basis of these experience, analyzing the choices made and considering the complications, we developed an algorithm to help with the selection of the flap in vulvoperineal reconstruction after oncologic ablative surgery for vulvar cancer. Results We employed eight types of different flaps, including 54 traditional fasciocutaneous V-Y flaps, 23 rectus abdominis myocutaneous flaps, 11 anterolateral thigh flaps, three V-Y gracilis myocutaneous flaps, three free style perforators V-Y flaps from the inner thigh, two Limberg flaps, two lotus flaps, two deep inferior epigastric artery perforator flap, and one superficial circumflex iliac artery perforator flap. The structures most frequently involved in resection were vulva, perineum, mons pubis, groins, vagina, urethra and, more rarely, rectum, bladder, and lower abdominal wall. Conclusion The algorithm we implemented can be a useful tool to help flap selection. The key points in the decision-making process are: anatomical subunits to be covered, overall shape and symmetry of the defect and some patient features such as skin laxity or previous radiotherapy. Perforator flaps, when feasible, must be considered standard in vulvoperineal reconstruction, although in some cases traditional flaps remain the best choice. PMID:27550406

  5. Reconstruction of Complex Facial Defects Using Cervical Expanded Flap Prefabricated by Temporoparietal Fascia Flap.

    PubMed

    Zhang, Ling; Yang, Qinghua; Jiang, Haiyue; Liu, Ge; Huang, Wanlu; Dong, Weiwei

    2015-09-01

    Reconstruction of complex facial defects using cervical expanded flap prefabricated by temporoparietal fascia flap. Complex facial defects are required to restore not only function but also aesthetic appearance, so it is vital challenge for plastic surgeons. Skin grafts and traditional flap transfer cannot meet the reconstructive requirements of color and texture with recipient. The purpose of this sturdy is to create an expanded prefabricated temporoparietal fascia flap to repair complex facial defects. Two patients suffered severe burns on the face underwent complex facial resurfacing with prefabricated cervical flap. The vasculature of prefabricated flap, including the superficial temporal vessel and surrounding fascia, was used as the vascular carrier. The temporoparietal fascia flap was sutured underneath the cervical subcutaneous tissue, and expansion was begun in postoperative 1 week. After 4 to 6 months of expansion, the expander was removed, facial scars were excised, and cervical prefabricated flap was elevated and transferred to repair the complex facial defects. Two complex facial defects were repaired successfully by prefabricated temporoparietal fascia flap, and prefabricated flaps survived completely. On account of donor site's skin was thinner and expanded too fast, 1 expanded skin flap was rupture during expansion, but necrosis was not occurred after the 2nd operation. Venous congestion was observed in 1 patient, but after dressing, flap necrosis was not happened. Donor site was closed primarily. Postoperative follow-up 6 months, the color, texture of prefabricated flap was well-matched with facial skin. This method of expanded prefabricated flap may provide a reliable solution to the complex facial resurfacing.

  6. Reconstruction of Large Postburn Facial-Scalp Scars by Expanded Pedicled Deltopectoral Flap and Random Scalp Flap: Technique Improvements to Enlarge the Reconstructive Territory.

    PubMed

    Ma, Xianjie; Li, Yang; Li, Weiyang; Liu, Chaohua; Peng, Pai; Song, Baoqiang; Xia, Wensen; Yi, Chenggang; Lu, Kaihua; Su, Yingjun

    2017-09-01

    The scars of face and scalp caused by burning often show as 1 large facial-scalp scar. The deltopectoral flap was recognized as one of the first choices for the facial scar reconstruction. However, this flap cannot cross the level of zygomatic arch traditionally when it was transferred with pedicle. When the flap reconstructed the facial-scalp scars with expanded random scalp flap, another flap was often needed to reconstruct the remaining temple and forehead scars. The authors reviewed 24 patients of large facial-scalp scars reconstructed by expanded pedicled deltopectoral flap and scalp flap with several technique improvements. The seaming scar between the deltopectoral flap and scalp flap in the temple region formed the new hairline. The technique improvements included ligation of the perforating branches of the transverse cervical artery and thoracoacromial artery when dissecting the pocket, the partial bolster compressive dressing to the distal part of the flap and dividing the pedicle partly as a delaying procedure before dividing the pedicle completely. Good skin compliance, normal contours, and emotional expression were noted. There were complications including expander exposure in 3 patients, stretch marks in 5 patients, flap tip necrosis in 2 patients, and mild postoperative hypertrophic scars in 3 patients. In conclusion, the expanded pedicled deltopectoral flap can enlarge the reconstructive territory in face successfully with the technique improvements. The combination of the expanded pedicled deltopectoral flap and scalp flap is a reliable and excellent reconstructive option for large postburn facial-scalp scars.

  7. Free style perforator based propeller flaps: Simple solutions for upper extremity reconstruction!

    PubMed

    Panse, Nikhil; Sahasrabudhe, Parag

    2014-01-01

    The introduction of perforator flaps by Koshima et al. was met with much animosity in the plastic surgery fraternity. The safety concerns of these flaps following the intentional twist of the perforators have prevented widespread adoption of this technique. Use of perforator based propeller flaps in the lower extremity is gradually on the rise, but their use in upper extremity reconstruction is infrequently reported, especially in the Indian subcontinent. We present a retrospective series of 63 free style perforator flaps used for soft tissue reconstruction of the upper extremity from November 2008 to June 2013. Flaps were performed by a single surgeon for various locations and indications over the upper extremity. Patient demographics, surgical indication, defect features, complications and clinical outcome are evaluated and presented as an uncontrolled case series. 63 free style perforator based propeller flaps were used for soft tissue reconstruction of 62 patients for the upper extremity from November 2008 to June 2013. Of the 63 flaps, 31 flaps were performed for trauma, 30 for post burn sequel, and two for post snake bite defects. We encountered flap necrosis in 8 flaps, of which there was complete necrosis in 4 flaps, and partial necrosis in four flaps. Of these 8 flaps, 7 needed a secondary procedure, and one healed secondarily. Although we had a failure rate of 12-13%, most of our failures were in the early part of the series indicative of a learning curve associated with the flap. Free style perforator based propeller flaps are a reliable option for coverage of small to moderate sized defects. Therapeutic IV.

  8. Parasacral Perforator Flaps for Reconstruction of Sacral Pressure Sores.

    PubMed

    Lin, Chin-Ta; Chen, Shih-Yi; Chen, Shyi-Gen; Tzeng, Yuan-Sheng; Chang, Shun-Cheng

    2015-07-01

    Despite advances in reconstruction techniques, pressure sores continue to present a challenge to the plastic surgeon. The parasacral perforator flap is a reliable flap that preserves the entire contralateral side as a future donor site. On the ipsilateral side, the gluteal muscle itself is preserved and all flaps based on the inferior gluteal artery are still possible. We present our experience of using parasacral perforator flaps in reconstructing sacral defects. Between August 2004 and January 2013, 19 patients with sacral defects were included in this study. All the patients had undergone surgical reconstruction of sacral defects with a parasacral perforator flap. The patients' sex, age, cause of sacral defect, flap size, flap type, numbers of perforators used, rotation angle, postoperative complications, and hospital stay were recorded. There were 19 parasacral perforator flaps in this series. All flaps survived uneventfully except for 1 parasacral perforator flap, which failed because of methicillin-resistant Staphylococcus aureus infection. The overall flap survival rate was 95% (18/19). The mean follow-up period was 17.3 months (range, 2-24 months). The average length of hospital stay was 20.7 days (range, 9-48 days). No flap surgery-related mortality was found. Also, there was no recurrence of sacral pressure sores or infected pilonidal cysts during the follow-up period. Perforator-based flaps have become popular in modern reconstructive surgery because of low donor-site morbidity and good preservation of muscle. Parasacral perforator flaps are durable and reliable in reconstructing sacral defects. We recommend the parasacral perforator flap as a good choice for reconstructing sacral defects.

  9. Improving Pressure Ulcer Reconstruction: Our Protocol and the COP (Cone of Pressure) Flap

    PubMed Central

    Edstrom, Lee; Szymanski, Karen; Schmidt, Scott; Bevivino, Jack; Zienowicz, Richard; Stark, Jennifer; Taylor, Helena O.; Podda, Silvio; Liu, Paul

    2017-01-01

    Background: Surgical treatment of pressure ulcers is challenging for high recurrence rates. Deepithelialized flaps have been used previously with the aim to eliminate shearing forces and the cone of pressure (COP) effect. The goal of this study is to adopt a standardized protocol and evaluate if 2 different flap techniques affect outcomes. Methods: The novel COP flap is illustrated. Twenty patients were prospectively treated with flap coverage over a 36-month period. According to the flap type, patients were assigned to 2 groups: group 1 with 11 patients treated with the COP flap and group 2 with 9 patients treated with conventional flap without anchoring technique. We adopted a standardized protocol of debridement, tissue cultures, and negative-pressure wound therapy. Rotation fasciocutaneous flaps were used for both groups and mean follow-up was 19 months. The COP flap is a large deepithelialized rotation flap inset with transcutaneous nonabsorbable bolster sutures. The 2 groups were comparable for demographics and ulcer location and size (P < 0.05). Five patients showed positive cultures and were treated with antibiotics and negative-pressure therapy before surgery. Results: Recurrence rates were 12% in the COP flap group and 60% in the conventional flap coverage group (P < 0.001). Results were compared at 16-month follow-up. Conclusions: The COP flap significantly reduces recurrences and eliminates shearing forces, suture ripping, and tension on superficial soft-tissue layers. The technique can be applied to both ischial and sacral pressure sores. The flap provides padding over bony prominence without jeopardizing flap vascularity. PMID:28458961

  10. Propeller thoracodorsal artery perforator flap for breast reconstruction.

    PubMed

    Angrigiani, Claudio; Rancati, Alberto; Escudero, Ezequiel; Artero, Guillermo; Gercovich, Gustavo; Deza, Ernesto Gil

    2014-08-01

    The thoracodorsal artery perforator (TDAP) flap has been described for breast reconstruction. This flap requires intramuscular dissection of the pedicle. A modification of the conventional TDAP surgical technique for breast reconstruction is described, utilizing instead a propeller TDAP flap. The authors present their clinical experience with the propeller TDAP flap in breast reconstruction alone or in combination with expanders or permanent implants. From January 2009 to February 2013, sixteen patients had breast reconstruction utilizing a propeller TDAP flap. Retrospective analysis of patient characteristics, clinical indications, procedure and outcomes were performed. The follow-up period ranged from 4 to 48 months. Sixteen patients had breast reconstruction using a TDAP flap with or without simultaneous insertion of an expander or implant. All flaps survived, while two cases required minimal resection due to distal flap necrosis, healing by second intention. There were not donor-site seromas, while minimal wound dehiscence was detected in two cases. The propeller TDAP flap appears to be safe and effective for breast reconstruction, resulting in minimal donor site morbidity. The use of this propeller flap emerges as a true alternative to the traditional TDAP flap.

  11. The Anterior Interosseus Artery Perforator Flap: Anatomical Dissections and Clinical Study

    PubMed Central

    Panse, Nikhil S; Joshi, Sheetal B; Sahasrabudhe, Parag B; Bahetee, B; Gurude, Pradnya; Chandanwale, Ajay

    2017-01-01

    BACKGROUND Reconstruction of upper extremity deformities continues to be a challenge to the reconstructive surgeon. Various loco regional, distant and free flaps are available for reconstruction. However, each has its own set of advantages and disadvantages. Of the commonly performed local flaps, radial artery forearm flap, and the posterior interosseus artery flap stand out prominently. Recently, perforator propeller flaps have been used for resurfacing the upper extremity. The anterior interosseus artery perforator flap is an uncommonly used and described flap. METHODS This study was divided into anatomical study and clinical application in a IV level of evidence. In the anatomical study, five upper extremities were studied. Clinically, 12 patients underwent reconstruction using the anterior interosseus artery perforator flap. Flaps were performed by a single surgeon. A retrospective review of these cases from November 2008 to May 2014 is presented. RESULTS The anterior interosseus artery perforator was identified in four out of five cadaver limbs. The septocutaneous perforator was in the fifth extensor compartment around 4 cm proximal to the wrist joint. Of the twelve flaps, there was complete necrosis in one flap, and partial necrosis in one flap. The patient with complete necrosis underwent skin grafting at a later date. The wound healed secondarily in case of partial flap necrosis. CONCLUSION Anterior interosseus artery perforator flap must be considered as an important reconstructive option in the armamentarium of the plastic surgeon, while managing hand and wrist defects. PMID:28713704

  12. Facial artery musculomucosal flap for reconstruction of skull base defects: a cadaveric study.

    PubMed

    Xie, Liyue; Lavigne, François; Rahal, Akram; Moubayed, Sami Pierre; Ayad, Tareck

    2013-08-01

    Failure in skull base defects reconstruction following tumor resection can have serious consequences such as ascending meningitis and pneumocephaly. The nasoseptal flap showed a very low incidence of cerebrospinal fluid leak but is not always available. The superiorly pedicled facial artery musculomucosal (FAMM) flap has been successfully used for reconstruction of head and neck defects. Our objective is to show that the FAMM flap can be used as a new alternative in skull base reconstruction. Cadaveric study. Feasibility. Thirteen specimens underwent bilateral FAMM flap dissection. Two new modifications of the traditional FAMM flap have been developed. Feasibility in FAMM flap transfer to the skull base was investigated through endoscopic skull base dissection and maxillectomy in four specimens. Measurements were recorded for each harvested flap. The mean surface area of the modified FAMM flap efficient for reconstruction was 15.90 cm(2) . The flaps easily covered the simulated defects of the frontal sinus and the fovea ethmoidalis areas. Modifications of the traditional FAMM flap were necessary for a tension-free coverage of the planum sphenoidale and sella turcica. The FAMM flap holds high potential as a new alternative vascular flap in skull base reconstruction. However, it has not been used in patients yet and should be considered only when other options are not available. New modifications developed in this article can elongate the traditional FAMM flap, potentially contributing to a tighter seal of the skull base defect than FAMM flap alone. © 2013 The American Laryngological, Rhinological and Otological Society, Inc.

  13. Reconstruction of Anterolateral Thigh Defects Using Perforator-Based Propeller Flaps.

    PubMed

    Iida, Takuya; Yoshimatsu, Hidehiko; Koshima, Isao

    2017-10-01

    Usually, anterolateral thigh (ALT) defects with width more than 8 cm cannot be closed directly. Although several methods of using local flaps exist, flap mobility of these methods is limited. We introduced a perforator-based propeller flap for such reconstruction. Their maximal mobility, which minimizes their size, is their greatest advantage. In addition, we present our technical refinements including double-axes propeller flap, the use of indocyanine green real-time angiography, and supercharged propeller flap for safer flap transfer. Seven patients underwent perforator-based propeller flap reconstruction of ALT defects. Flaps were designed cranial or caudal to the defect according to the perforator locations. To maximize mobility, flaps were designed so that the perforator was located at the periphery and closer to the defect. After rotating the flap to the defect, indocyanine green angiography was performed to determine the need for supercharge. In all cases, all flaps survived completely. Defect size ranged from 12 × 11 cm to 18 × 16 cm, and flap size ranged from 7 × 5 cm to 15 × 7 cm. The number of perforators in the flap was 1 in 3 cases and 2 in 4 cases. Supercharging was performed in 3 cases. Donor-site complications, including gait disturbance, were not observed. This method achieves ALT defect closure with minimal donor-site morbidity and can provide prompt and aesthetically acceptable results. Indocyanine green real-time angiography and supercharging technique are also useful for safer and reliable flap transfer.

  14. Comparison of Dorsal Intercostal Artery Perforator Propeller Flaps and Bilateral Rotation Flaps in Reconstruction of Myelomeningocele Defects.

    PubMed

    Tenekeci, Goktekin; Basterzi, Yavuz; Unal, Sakir; Sari, Alper; Demir, Yavuz; Bagdatoglu, Celal; Tasdelen, Bahar

    2018-04-09

    Bilateral rotation flaps are considered the workhorse flaps in reconstruction of myelomeningocele defects. Since the introduction of perforator flaps in the field of reconstructive surgery, perforator flaps have been used increasingly in the reconstruction of various soft tissue defects all over the body because of their appreciated advantages. The aim of this study was to compare the complications and surgical outcomes between bilateral rotation flaps and dorsal intercostal artery perforator (DICAP) flaps in the soft tissue reconstruction of myelomeningocele defects. Between January 2005-February 2017, we studied 47 patients who underwent reconstruction of myelomeningocele defects. Patient demographics, operative data, and postoperative data were reviewed retrospectively and are included in the study. We found no statistically significant differences in patient demographics and surgical complications between these two groups; this may be due to small sample size. With regard to complications-partial flap necrosis, cerebrospinal fluid (CSF) leakage, necessity for reoperation, and wound infection-DICAP propeller flaps were clinically superior to rotation flaps. Partial flap necrosis was associated with CSF leakage and wound infection, and CSF leakage was associated with wound dehiscence. Although surgical outcomes obtained with DICAP propeller flaps were clinically superior to those obtained with rotation flaps, there was no statistically significant difference between the two patient groups. A well-designed comparative study with adequate sample size is needed. Nonetheless, we suggest using DICAP propeller flaps for reconstruction of large myelomeningocele defects.

  15. Indocyanine green laser angiography improves deep inferior epigastric perforator flap outcomes following abdominal suction lipectomy.

    PubMed

    Casey, William J; Connolly, Katharine A; Nanda, Alisha; Rebecca, Alanna M; Perdikis, Galen; Smith, Anthony A

    2015-03-01

    The reliability of deep inferior epigastric artery perforator (DIEP) flap reconstruction following abdominal liposuction is controversial. The authors' early cases were technically successful; however, they experienced high partial flap loss and fat necrosis rates. The authors sought to compare DIEP flap outcomes in the setting of prior liposuction after the use of intraoperative indocyanine green angiography compared to when flaps were assessed on clinical grounds alone. A retrospective review of a consecutive series of DIEP flaps following liposuction at a single institution was performed, comparing those evaluated on clinical grounds alone and those in which indocyanine green angiography was used intraoperatively. Outcomes measured included anastomotic complications, total flap loss, partial flap loss, fat necrosis, and postoperative abdominal wounds. Thirteen DIEP flaps following prior liposuction were performed on 11 patients from July of 2003 through January of 2014. All patients had preoperative imaging with duplex ultrasound or computed tomographic angiography to analyze perforator suitability before surgical exploration. Seven flaps were evaluated intraoperatively on clinical grounds alone. Six flaps were assessed and modified based on indocyanine green angiography. All flaps were successful; however, partial flap loss and fat necrosis rates dropped from 71.4 percent to 0 percent when indocyanine green angiography was used intraoperatively (p = 0.02). Indocyanine green angiography is an excellent vascular imaging modality for intraoperative use to assess flap perfusion, and improves outcomes in DIEP flaps when harvested after prior abdominal suction lipectomy.

  16. The changing role of pectoralis major flap in head and neck reconstruction.

    PubMed

    Liu, Hin-Lun; Chan, Jimmy Yu-Wai; Wei, William Ignace

    2010-11-01

    Although pectoralis major flap (PM flap) has been used as the workhorse flap in head and neck reconstruction, its use in head and neck defects seems to fall out of favour in the era of free tissue transfer. The aim of this review is to find out the role of PM flap in modern head and neck surgery. Medical records of patients who underwent PM flap reconstruction for head and neck defect in our division were reviewed. The age, gender, flap type, indication and complication rate were described. Between January 1998 and December 2008, 202 PM flaps were used for head and neck reconstruction in 192 patients. In the early study period (1998-June 2003), out of the 119 PM flap reconstructions, 106 (89%) were performed for immediate reconstruction after resection of head and neck tumour, while 10 (8%) were performed as salvage procedures for complication after tumour resection e.g. failure of free flap, pharyngocutaneous fistula. In the late study period (July 2003-2008), out of the 83 PM flap reconstructions, 58 (70%) were performed for immediate reconstruction, while 24 (29%) were performed as salvage procedures. For immediate reconstruction after tumour extirpation, 51 flaps (48%) were performed for reconstruction of the tongue in the early study period, while only 14 (24%) were performed in the late study period. The number of PM flap used for immediate reconstruction for other head and neck defects remained relatively static throughout the two study periods. Over the study period, there were 10 (5%) cases of partial flap necrosis and 2 (1%) total flap loss, making the overall flap necrosis rate 6%. In the era of free tissue transfer, the role of PM flap in head and neck surgery has shifted from immediate reconstruction to salvage operation. However, PM flap still has an unique role in the repair of certain head and neck defects.

  17. AV-95 Sun Devil: High-Speed Military Rotorcraft

    NASA Technical Reports Server (NTRS)

    1996-01-01

    The AV-95 Sun Devil must combine helicopter capabilities, such as vertical takeoff and landings (VTOL) and rotor-powered flight, along with long-duration cruise and high-speed dash capabilities unobtainable by conventional helicopters. To be able to perform both tasks, and perform them well, the AV-95 Sun Devil design incorporates several unconventional devices; the AV-95 uses two convertible turbofan engines, able to provide both shaft power for the main rotor and tall fan as well as jet thrust either separately or simultaneously. Other devices used for the AV-95 include a variable diameter main rotor and a blown flap. In helicopter mode, the AV-95 Sun Devil performs like a winged helicopter. The addition of wings to an attack helicopter results in two significant advantages. First, the addition of wings makes a helicopter more maneuverable than a wingless, but otherwise similar helicopter. Second, since the wings produce lift, rotor stall and compressibility effects can be significantly delayed at high tip velocities. In fixed-wing mode, the main rotor is completely off-loaded but slightly powered, and the rotor diameter has been minimized. The AV-95 Sun Devil has many advantages over other VTOL aircraft. The conversion process is simple and fast; conversion does not make the AV-95 vulnerable to enemy attack during conversion such as a tilt-wing or a tilt-rotor. Stop-rotor aircraft and a stowed rotor aircraft require heavy breaking of the rotor for conversion; this adds time for conversion and weight to the aircraft. Because the AV-95 never stops the rotor in flight, much weight is spared, and conversion is much simpler and faster.

  18. Tensor fascia lata flap versus tensor fascia lata perforator-based island flap for the coverage of extensive trochanteric pressure sores.

    PubMed

    Kim, Youn Hwan; Kim, Sang Wha; Kim, Jeong Tae; Kim, Chang Yeon

    2013-06-01

    Tensor fascia lata (TFL) musculocutaneous flaps often require a donor site graft when harvesting a large flap. However, a major drawback is that it also sacrifices the muscle. To overcome this disadvantage, we designed a TFL perforator-based island flap that was harvested from a site near the defect and involved transposition within 90 degrees without full isolation of the pedicles. We performed procedures on 17 musculocutaneous flaps and 23 perforator-based island flaps, and compared the outcomes of these surgeries. The overall complication rate was 27.5% (11 regions). There were 7 complications related to the musculocutaneous flaps and 4 complications related to the perforator flaps. Although there were no statistical differences between those groups, lower complication rates were associated with procedures involving perforator flaps. The TFL perforator procedure is a simple and fast operation that avoids sacrificing muscle. This decreases complication rates compared to true perforator flap techniques that require dissection around the perforator or pedicle.

  19. Propeller Flap for Complex Distal Leg Reconstruction: A Versatile Alternative when Reverse Sural Artery Flap is Not Feasible.

    PubMed

    Ademola, Samuel A; Michael, Afieharo I; Oladeji, Femi J; Mbaya, Kefas M; Oyewole, O

    2015-01-01

    Reverse sural artery fasciocutaneous flap has become a workhorse for the reconstruction of distal leg soft tissue defects. When its use is not feasible, perforator-based propeller flap offers a better, easier, faster, and cheaper alternative to free flap. We present our experience with two men both aged 34 years who sustained Gustilo 3B injuries from gunshot. The donor area for reversed sural artery flap was involved in the injuries. They had early debridement, external fixation, and wound coverage with perforator-based propeller flaps. The donor sites were covered with skin graft. All flaps survived. There were minor wound edge ulcers due to the pressure of positioning that did not affect flap survival and the ulcers healed with conservative management. Perforator-based propeller flap is a versatile armamentarium for reconstruction of soft tissue defects of the distal leg in resource-constrained settings, especially when the donor area for a reverse flow sural flap artery is involved in the injury.

  20. The Arterialized Facial Artery Musculo-Mucosal Island Flap for Post-Oncological Tongue Reconstruction.

    PubMed

    Moro, Alessandro; Saponaro, Gianmarco; Doneddu, Piero; Cervelli, Daniele; Pelo, Sandro; Gasparini, Giulio; Garagiola, Umberto; D'Amato, Giuseppe; Todaro, Mattia

    2018-05-15

    In 1992, Pribaz described the facial artery musculomucosal flap (FAMM), an axial musculomucosal flap based on the facial artery. The FAMM flap, a modification of the nasolabial and buccal mucosal flaps, is widely used in the reconstruction of defects in the oral cavity. Many modifications of this flap have been described in the literature. Here we aimed to explore the use of an arterialized tunnelized FAMM island flap (a-FAMMIF) for the reconstruction tongue defects after tumor resection. From January 2015 to December 2016, five cases of tongue cancer were selected for the use of arterialized FAMMIF flap to reconstruct defects after tumor resection. Reconstruction was successful in all cases, except one case of total flap necrosis; partial necrosis of the flap occurred in two patients, which were solved with medications. The authors consider the a-FAMMIF an unreliable flap in the reconstruction of tongue defects.The authors recommend avoiding tunneling and island modification when the vein is not included in the pedicle.

  1. Free flap reconstruction for diabetic foot limb salvage.

    PubMed

    Sato, Tomoya; Yana, Yuichiro; Ichioka, Shigeru

    2017-12-01

    Although free flap is gaining popularity for the reconstruction of diabetic foot ulcers, it is unclear whether free flap reconstruction increases the chances of postoperative independent ambulation. The aim of this study is to evaluate the relationship between free flap success and postoperative ambulation. This study reviewed 23 cases of free flap reconstruction for diabetic foot ulcers between January 2007 and March 2014. Free rectus abdominis, latissimus dorsi, and anterolateral thigh flaps were used in ten, eight, and five patients, respectively. A comparison was made between free flap success and postoperative independent ambulation using Fisher's exact test. Two patients developed congestive heart failure with fatal consequences within 14 days postoperatively, resulting in an in-hospital mortality rate of 8.7%. Five patients lost their flaps (21.7%). Of the 16 patients who had flap success, 12 achieved independent ambulation. Five patients with flap loss did not achieve independent ambulation, except one patient who underwent secondary flap reconstruction using a distally based sural flap. Fisher's exact test revealed that independent ambulation was associated with free flap success (p = 0.047). The present study indicates that free flap reconstruction may increase the possibility of independent ambulation for patients with extensive tissue defects due to diabetic ulcers. Intermediate limb salvage rates and independent ambulation rates were favourable in patients with successful reconstruction. The use of foot orthoses and a team approach with pedorthists were effective to prevent recurrence.

  2. Pedicled Temporalis Muscle Flap for Craniofacial Reconstruction: A 35-Year Clinical Experience with 366 Flaps.

    PubMed

    Spanio di Spilimbergo, Stefano; Nordera, Paolo; Mardini, Samir; Castiglione, Giusy; Chim, Harvey; Pinna, Vittore; Brunello, Massimo; Cusino, Claudio; Roberto, Squaquara; Baciliero, Ugo

    2017-02-01

    In the past 130 years, the temporalis muscle flap has been used for a variety of different indications. In this age of microsurgery and perforator flaps, the temporalis muscle flap still has many useful applications for craniofacial reconstruction. Three hundred sixty-six temporalis muscle flaps were performed in a single center between 1978 and 2012. The authors divided the cases into two series-before and after 1994-because, after 1994, they started to perform free flap reconstructions, and indications for reconstruction with a temporalis muscle flap were changed RESULTS:: In the series after 1994, flaps were most commonly used for reconstruction of defects in the maxilla, mandible, and oropharynx, in addition to facial reanimation and filling of orbital defects. Complications included total flap necrosis (1.6 percent) and partial flap necrosis (10.7 percent). The rate of material extrusion at the donor site decreased after porous polyethylene was uniformly used for reconstruction from 17.1 to 7.9 percent. The pedicled temporalis muscle flap continues to have many applications in craniofacial reconstruction. With increasing use of free flaps, the authors' indications for the pedicled temporalis muscle flap are now restricted to (1) orbital filling for congenital or acquired anophthalmia; (2) filling of unilateral maxillectomy defects; and (3) facial reanimation in selected cases of facial nerve palsy. Therapeutic, IV.

  3. The versatile use of revisited de-epithelialization concept in superficial circumflex iliac and anterolateral thigh perforator free flap for head and neck reconstructions.

    PubMed

    Choi, Jong Woo; Kim, Young Chul; Oh, Tae Suk; Koh, Kyung S; Jeong, Woo Shik

    2017-06-01

    Although the perforator free flap is now a standard choice for head and neck reconstruction, problems such as microvascular complications, insufficient volume support for the defect, and fistula formation occur. We revisited a de-epithelialized concept for superficial circumflex iliac artery and anterolateral thigh perforator free flap to overcome these problems. We applied the de-epithelized perforator free flaps in 35 cases among 761 microsurgical head and neck reconstructions and investigated flap characteristics (length gain of pedicle, flap size, and volumetric analysis) and outcomes (flap failure, partial flap necrosis, hematoma, infection, and fistula). Satisfactory results were achieved regarding flap survival, volumetric compensation, and fistula formation. Flaps were transferred successfully in all patients, although 1 patient underwent revisional operation due to venous congestion. Transferred flap volume was significantly higher than the resected tumor volume (p < 0.01), which suggests volume augmentation in the destroyed neck envelope and a protective role against adjuvant radiation. Minor dehiscence and bleeding were seen in two cases, and no other complications were identified. The de-epithelialization concept for perforator free flap is helpful to overcome obstacles related to traditional free flaps in terms of flap survival and volumetric augmentation in head and neck reconstructions. Copyright © 2017 European Association for Cranio-Maxillo-Facial Surgery. Published by Elsevier Ltd. All rights reserved.

  4. Free-style free flaps.

    PubMed

    Wei, Fu-Chan; Mardini, Samir

    2004-09-15

    Free-tissue transfer has become the accepted standard for reconstruction of complex defects. With the growth of this field, anatomic studies and clinical work have added many flaps to the armamentarium of the microvascular surgeon. Further advancements and experience with techniques of perforator flap surgery have allowed for the harvest of flaps in a free-style manner, where a flap is harvested based only on the preoperative knowledge of Doppler signals present in a specific region. Between June of 2002 and September of 2003, 13 free-style free flaps were harvested from the region of the thigh. All patients presented with an oral or pharyngeal cancer and underwent resection and immediate reconstruction of these flaps. All flaps were cutaneous and were harvested in a suprafascial plane. The average size of the flaps was 108 cm2 (range, 36 to 187 cm2), and the average length of the vascular pedicle was 10 cm (range, 9 to 12 cm). All flaps were successful in achieving wound coverage and functional outcomes without any vascular compromise necessitating re-exploration. Free-style free flaps have become a clinical reality. The concepts and techniques used to harvest a free-style free flap will aid in dealing with anatomic variations that are encountered during conventional flap harvest. Future trends in flap selection will focus mainly on choosing tissue with appropriate texture, thickness, and pliability to match requirements at the recipient site while minimizing donor-site morbidity.

  5. [COMPARISON OF REPAIR EFFECT BETWEEN CHIMERIC ANTEROLATERAL THIGH FLAP AND SERIES-WOUND FLAPS FOR DEFECT AFTER RESECTION OF ORAL AND MAXILLOFACIAL CANCER].

    PubMed

    Yang, Heping; Zhang, Hongwu; Chen, Haidi; Yang, Shuxiong; Wang, Jun; Hu, Dawang

    2016-04-01

    To compare the effectiveness of complex defects repair between using chimeric anterolateral thigh flap and series-wound flaps after resection of oral and maxillofacial cancer. After resection of oral and maxillofacial cancer, defect was repaired with chimeric anterolateral thigh flap in 39 patients between January 2011 and July 2014 (chimeric anterolateral thigh flap group); and defect was repaired with series-wound flaps in 35 patients between January 2009 and December 2010 (series-wound flaps group). There was no significant difference in gender, age, duration of disease, tumor type, tumor staging, defect location, and defect area between 2 groups (P > 0.05). The operation time, flap harvesting and microvascular anastomosis time, stomach tube extraction time, and oral feeding time were recorded and compared between 2 groups, and postoperative complications were observed; the effectiveness was evaluated according to clinical efficacy evaluation table of bone and soft tissue defects reconstruction surgery in oral and maxillofacial region. Vascular crisis occurred in 2 cases of chimeric anterolateral thigh flap group, and 4 cases of series-wound flaps group. Partial necrosis appeared at distal end of a series-wound flaps, and oral fistula and infection developed in 3 series-wound flaps. The other flaps and the grafted skin at donor site survived; wounds at recipient site healed by first intention. The operation time, stomach tube extraction time, and oral feeding time of chimeric anterolateral thigh flap group were significantly shorter than those of series-wound flaps group (P < 0.05), while the flap harvesting and microvascular anastomosis time was significantly longer than that of series-wound flaps group (P < 0.05). The patients were followed up 1-5 years (mean, 2.5 years). At 3 months after operation, the appearance, patients' satisfaction, working conditions, oral closure function, chew, language performance, and swallowing scores of the chimeric anterolateral thigh-flap group were significantly better than those of the series-wound flaps group (P < 0.05), while there was no significant difference in diet, mouth opening degree, oral cavity holding water test, and occlusion scores between the 2 groups (P > 0.05). Using chimeric anterolateral thigh flap for defect repair after resection of oral and maxillofacial cancer can significantly shorten the operation time, accelerate postoperative rehabilitation, and help the functional recovery of oral closure, chewing, language performance, swallowing function when compared with the series-wound flaps.

  6. The midline central artery forehead flap: a valid alternative to supratrochlear-based forehead flaps.

    PubMed

    Faris, Callum; van der Eerden, Paul; Vuyk, Hade

    2015-01-01

    This study clarifies the pedicle geometry and vascular supply of a midline forehead flap for nasal reconstruction. It reports on the vascular reliability of this flap and its ability to reduce hair transposition to the nose, a major complicating factor of previous forehead flap designs. To compare the vascular reliability of 3 different pedicle designs of the forehead flap in nasal reconstruction (classic paramedian, glabellar paramedian, and central artery flap design) and evaluate hair transposition rates and aesthetic results. Retrospective analysis of patient data and outcomes retrieved from computer files generated at the time of surgery, supplemented by data from the patient medical records and photographic documentation, from a tertiary referral nasal reconstructive practice, within a secondary-care hospital setting. The study population included all consecutive patients over a 19-year period who underwent primary forehead flap repair of nasal defects, with more than 3 months of postoperative follow-up and photographic documentation. Three sequential forehead flap patterns were used (classic paramedian flap, glabella flap, and central artery flap) for nasal reconstruction over the study duration. Data collected included patient characteristics, method of repair, complications, functional outcome, and patient satisfaction score. For cosmetic outcome, photographic documentation was scored by a medical juror. No forehead flap had vascular compromise in the first stage. Partial flap necrosis was reported in subsequent stages in 4 patients (1%), with no statistical difference in the rate of vascular compromise between the 3 flap designs. Hair transposition to the nose was lower in the central artery forehead flap (7%) compared with the classic paramedian (23%) and glabellar paramedian (13%) flaps (P < .05). Photographic evaluation in 227 patients showed that brow position (98%) and color match (83%) were good in the majority of the patients. In this series, the central artery forehead flap was as reliable (in terms of vascularity) as the glabellar and classic paramedian forehead flap. Its use resulted in a statistically significant reduction in transfer of hair to the nose in our series. 3.

  7. The sensate free superior gluteal artery perforator (S-GAP) flap: a valuable alternative in autologous breast reconstruction.

    PubMed

    Blondeel, P N

    1999-04-01

    The superior and inferior myocutaneous gluteal free flaps have been considered as valuable alternatives to the latissimus dorsi or TRAM flap since 1975. The superior gluteal artery perforator (S-GAP) flap is the ultimate refinement of this myocutaneous flap as no gluteus maximus muscle is harvested. The flap is vascularised by one single perforator originating from the superior gluteal artery. This study summarises the prospectively gathered data on 20 free S-GAP flaps used for breast reconstruction in 16 patients. Immediate reconstruction was performed in six breasts and delayed in 14 breasts. Mean follow-up was 11.1 months. Two risk factors, Raynaud's disease and radiotherapy, were the cause of flap revision in two different patients. Total flap loss occurred in one case. Partial flap loss was not observed and a small area of fat necrosis was diagnosed by mammography in one other patient. All flaps were anastomosed to the internal mammary vessels at the 3rd costochondral junction. The anatomy of the sensate nerves of the S-GAP flap is described. Two nervous repairs provided early sensory recovery. The free S-GAP flap has become my personal second choice for autologous breast reconstruction after the DIEP (deep inferior epigastric perforator) flap. The S-GAP flap is indicated in patients with an asthenic body habitus or with excessive abdominal scarring. The advantages are the abundance of adipose tissue in this area even in thin patients, a long vascular pedicle, a hidden scar, improved projection of the reconstructed breast compared to the DIEP and TRAM flaps and the preservation of the entire gluteus maximus muscle. The donor morbidity is extremely low.

  8. Perforator Propeller Flap for Oncologic Reconstruction of Soft Tissue Defects in Trunk and Extremities.

    PubMed

    Yu, Shengji; Zang, Mengqing; Xu, Libin; Zhao, Zhenguo; Zhang, Xinxin; Zhu, Shan; Chen, Bo; Ding, Qiang; Liu, Yuanbo

    2016-10-01

    Defects after soft tissue sarcoma resection are usually managed by myocutaneous flaps or free flaps. However, harvesting muscle will cause functional morbidities, and some regions lack reliable recipient vessel. Our purpose is to use various perforator propeller flaps for oncologic reconstruction. Between 2008 and 2014, 33 perforator propeller flaps were performed in 24 patients to reconstruct the defects after tumor resection in trunk and extremities. Fifteen patients underwent tumor resection previously. Thirteen patients underwent adjuvant radiotherapy or chemotherapy. Flaps based on perforators adjacent to the lesions were raised and rotated in propeller fashion to repair the defects. Twenty-seven flaps were based on perforators of known source vessels, and 6 were harvested in freestyle fashion. The defects were repaired with 2 flaps in 4 patients and 3 flaps in 2 patients. The mean skin paddle dimension was 8.36 cm in width and 20.42 cm in length. The mean degree of flap rotation was 158.79°. Complications include partial necrosis of 6 flaps in 5 cases and venous congestion of 1 flap. In these 6 patients, 3 underwent adjuvant radiotherapy. The donor sites were primarily closed in 21 patients and skin grafted in 3 patients. No functional loss related to flap harvesting was recognized. The perforator propeller flaps can be used to manage the medium defects in extremities and large defects in torso after soft tissue sarcoma resection. They avoid the sacrifice of the underlying muscle and eliminate the concerns of the unavailability of recipient vessels. The perforator propeller flaps provide flexible options for versatile oncologic reconstruction in trunk and extremities. However, the impact of radiotherapy on the viability of the flaps for local reconstruction needs further investigation.

  9. Medial sural artery perforator flap: a challenging free flap.

    PubMed

    Toyserkani, Navid Mohamadpour; Sørensen, Jens Ahm

    Oral and extremity defect reconstruction can often require a flap that is thin, and traditionally, the radial forearm free flap has been used, however, this has significant donor site morbidity. Over the last decade, the medial sural artery perforator (MSAP) flap has emerged as a possible alternative with lower donor site morbidity. We present our experiences and review the literature regarding this promising but challenging flap. The study was a retrospective case series in a university hospital setting. All patients who had a MSAP flap performed at our institution were included until March 2015, and their data was retrieved from electronic patient records. In total, ten patients were reconstructed with a MSAP flap for floor of mouth (eight) and lower extremity (two) defect reconstruction. The median flap dimensions were as follows: 10 cm (range 7-14 cm), width 5 cm (range 3.5-8 cm), thickness 5 mm (range 4-8 mm), and pedicle length 10 cm (range 8-12 cm). In one case, the procedure was abandoned because of very small perforators and another flap was used. In two cases, late onset of venous congestion occurred which could not be salvaged. There were no donor site complaints. The MSAP flap is an ideal flap when a thin free flap is needed with lower donor site morbidity than alternative solutions. There seems to be a higher rate of late onset of venous thrombosis compared with more established flaps. Therefore, this flap should be monitored more closely for venous problems and we recommend performing two venous anastomoses when using this flap. Level of Evidence: Level IV, therapeutic study.

  10. Rate-determining Step of Flap Endonuclease 1 (FEN1) Reflects a Kinetic Bias against Long Flaps and Trinucleotide Repeat Sequences.

    PubMed

    Tarantino, Mary E; Bilotti, Katharina; Huang, Ji; Delaney, Sarah

    2015-08-21

    Flap endonuclease 1 (FEN1) is a structure-specific nuclease responsible for removing 5'-flaps formed during Okazaki fragment maturation and long patch base excision repair. In this work, we use rapid quench flow techniques to examine the rates of 5'-flap removal on DNA substrates of varying length and sequence. Of particular interest are flaps containing trinucleotide repeats (TNR), which have been proposed to affect FEN1 activity and cause genetic instability. We report that FEN1 processes substrates containing flaps of 30 nucleotides or fewer at comparable single-turnover rates. However, for flaps longer than 30 nucleotides, FEN1 kinetically discriminates substrates based on flap length and flap sequence. In particular, FEN1 removes flaps containing TNR sequences at a rate slower than mixed sequence flaps of the same length. Furthermore, multiple-turnover kinetic analysis reveals that the rate-determining step of FEN1 switches as a function of flap length from product release to chemistry (or a step prior to chemistry). These results provide a kinetic perspective on the role of FEN1 in DNA replication and repair and contribute to our understanding of FEN1 in mediating genetic instability of TNR sequences. © 2015 by The American Society for Biochemistry and Molecular Biology, Inc.

  11. Pedicled Extranasal Flaps in Skull Base Reconstruction

    PubMed Central

    Kim, Grace G.; Hang, Anna X.; Mitchell, Candace; Zanation, Adam M.

    2013-01-01

    Cerebrospinal fluid (CSF) leaks most commonly arise during or after skull base surgery, although they occasionally present spontaneously. Recent advances in the repair of CSF leaks have enabled endoscopic endonasal surgery to become the preferred option for management of skull base pathology. Small defects (<1cm) can be repaired by multilayered free grafts. For large defects (>3cm), pedicled vascular flaps are the repair method of choice, resulting in much lower rates of postoperative CSF leaks. The pedicled nasoseptal flap (NSF) constitutes the primary reconstructive option for the vast majority of skull base defects. It has a large area of potential coverage and high rates of success. However, preoperative planning is required to avoid sacrificing the NSF during resection. In cases where the NSF is unavailable, often due to tumor involvement of the septum or previous resection removing or compromising the flap, other flaps may be considered. These flaps include intranasal options—inferior turbinate (IT) or middle turbinate (MT) flaps—as well as regional pedicled flaps: pericranial flap (PCF), temporoparietal fascial flap (TPFF), or palatal flap (PF). More recently, novel alternatives such as the pedicled facial buccinator flap (FAB) and the pedicled occipital galeopericranial flap (OGP) have been added to the arsenal of options for skull base reconstruction. Characteristics of and appropriate uses for each flap are described. PMID:23257554

  12. 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.

  13. Mandibular reconstruction in irradiated patients utilizing myosseous-cutaneous flaps

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Pearlman, N.W.; Albin, R.E.; O'Donnell, R.S.

    1983-10-01

    Myosseous-cutaneous flaps were used for mandibular reconstruction in 16 irradiated patients. Three of six sternomastoid-clavicle flaps failed (all in conjunction with a neck dissection), as did one of 10 pectoralis major-anterior-fifth rib flaps. One trapezius-scapular flap was used and it succeeded. We found the blood supply of the sternomastoid-clavicle flap too tenuous for use in conjunction with a neck dissection. The trapezius-scapular flap had too short an arc of rotation to be used for defects other than those in the horizontal ramus. In addition, this flap required a change of position and created an undesirable functional deformity. The pectoralis major-fifthmore » rib flap, in contrast, could be used for a variety of defects, in conjunction with a neck dissection, and did not require a change of position during operation. We found it to be the most versatile and dependable of the flaps employed in this series.« less

  14. A lining vomer flap for palate pushback in unilateral cleft palate repair.

    PubMed

    Clavin, H D; Owsley, J Q

    1978-01-01

    A combinaation vomer mucoperiosteal flap and nasal floor mucoperiosteal flap is described which is used to achieve nasal coverage in unilateral cleft palate patients requiring pushbacks. A posteriorly based readily accessible vomer flap is raised on the cleft side and used as nasal lining for the palatal mucoperiosteal flap on the non-cleft side. On the cleft side, a symmetrically sized nasal floor flap is easily elevated under direct vision and used to cover the nasal aspect of the corresponding mucoperiosteal palatal flap.

  15. The role of postoperative hematoma on free flap compromise.

    PubMed

    Ahmad, Faisal I; Gerecci, Deniz; Gonzalez, Javier D; Peck, Jessica J; Wax, Mark K

    2015-08-01

    Hematomas may develop in the postoperative setting after free tissue transfer. When hematomas occur, they can exert pressure on surrounding tissues. Their effect on the vascular pedicle of a free flap is unknown. We describe our incidence of hematoma in free flaps and outcomes when the flap is compromised. Retrospective chart review of 1,883 free flaps performed between July 1998 and June 2014 at a tertiary referral center. Patients with free flap compromise due to hematoma were identified. Etiology, demographic data, and outcomes were evaluated. Eighty-eight (4.7%) patients developed hematomas. Twenty (22.7%) of those had flap compromise. Twelve compromises (60%) showed evidence of pedicle thrombosis. The salvage rate was 75% versus 54% in 79 flaps with compromise from other causes (P = .12). Mean time to detection of the hematoma was 35.3 hours in salvaged flaps compared to 91.6 hours in unsalvageable flaps (P = .057). Time to operating room (OR) from detection was 2.8 hours in salvageable flaps compared to 12.4 hours in nonsalvageable flaps (P = .053). The salvage rate for flaps that returned to the OR in <5 hours was 93.3% compared to 20% (P = .0049) for those that did not. Vascular thrombosis reduced salvage rate to 58.3% from 100% (P = .002) when there was no thrombosis. In our series hematomas developed rarely. When they did, 23% went on to develop flap compromise. Prompt recognition and re-exploration allowed for a high salvage rate. Vessel thrombosis predicted inability to salvage the flap. 4 © 2015 The American Laryngological, Rhinological and Otological Society, Inc.

  16. The trapezius perforator flap: an underused but versatile option in the reconstruction of local and distant soft-tissue defects.

    PubMed

    Sadigh, Parviz L; Chang, Li-Ren; Hsieh, Ching-Hua; Feng, Wen-Jui; Jeng, Seng-Feng

    2014-09-01

    The trapezius myocutaneous flap is an established reconstructive option in head and neck cases The authors present their experience with 10 trapezius perforator flaps, all raised using a freestyle technique of perforator dissection, to successfully reconstruct both local and distant soft-tissue defects. Ten patients underwent soft-tissue reconstruction using trapezius perforator flaps. After mapping the perforator with a handheld Doppler device at the intersection of a horizontal line drawn 6 to 8 cm inferior to the scapular spine and a vertical line drawn 8 to 9 cm lateral to the midline of the back, perforator flaps were raised in a freestyle fashion, with complete preservation of the trapezius muscle. The flap can be pedicled into local defects or transferred as a free flap. Six flaps were elevated as pedicled flaps and four were transferred as free flaps. Flap size ranged from 6 × 4 cm to 25 × 15 cm. The pedicle length ranged from 4 to 14 cm. The pedicle originated from the dorsal scapular artery. In one case, the authors converted from a pedicled flap to a free flap secondary to insufficient pedicle length. All donor sites were closed directly. The follow-up period ranged from 4 months to 4 years. All of the flaps survived completely with no major complications, and no patients developed any shoulder dysfunction. The trapezius perforator flap is a reliable and versatile reconstructive option that can be used to repair both local and distant soft-tissue defects. The donor-site morbidity is minimal. Therapeutic, IV.

  17. Comparison of gluteal perforator flaps and gluteal fasciocutaneous rotation flaps for reconstruction of sacral pressure sores.

    PubMed

    Chen, Yen-Chou; Huang, Eng-Yen; Lin, Pao-Yuan

    2014-03-01

    The gluteus maximus myocutaneous flap was considered the workhorse that reconstructed sacral pressure sores, but was gradually replaced by fasciocutaneous flap because of several disadvantages. With the advent of the perforator flap technique, gluteal perforator (GP) flap has gained popularity nowadays. The aim of this study was to compare the complications and outcomes between GP flaps and gluteal fasciocutaneous rotation (FR) flaps in the treatment of sacral pressure sores. Between April 2007 and June 2012, 63 patients underwent sacral pressure sore reconstructions, with a GP flap used in 31 cases and an FR flap used in 32 cases. Data collected on the patients included patient age, gender, co-morbidity for being bedridden and follow-up time. Surgical details collected included the defect size, operative time and estimated blood loss. Complications recorded included re-operation, dehiscence, flap necrosis, wound infection, sinus formation, donor-site morbidity and recurrence. The complications and clinical outcomes were compared between these two groups. We found that there was no significant difference in patient demographics, surgical complications and recurrence between these two groups. In gluteal FR flap group, all recurrent cases (five) were treated by reuse of previous flaps. Both methods are comparable, good and safe in treating sacral pressure sores. Gluteal FR flap can be performed without microsurgical dissection, and re-rotation is feasible in recurrent cases. The authors suggest using gluteal FR flaps in patients with a high risk of sore recurrence. Copyright © 2013 British Association of Plastic, Reconstructive and Aesthetic Surgeons. Published by Elsevier Ltd. All rights reserved.

  18. Pectoralis Major Musculocutaneous Flap With a Midline Sternal Skin Paddle for Head and Neck Reconstruction: A New Design.

    PubMed

    Oh, Jeongseok; Ahn, Hee Chang; Youn, Seungki; Tae, Kyung

    2018-05-14

    The pectoralis major musculocutaneous (PMMC) flap is a classic flap for head and neck reconstruction, relatively unpopular with the advancement of microsurgery and free flaps. The classic parasternal paddle design provided a thick flap with a small rotation arch leaving objectionable scarring. Our new symmetric midsternal design overcomes these problems. Chart review was done from the years 2000 to 2017. Flap skin paddle was placed symmetrically on both sides of the midsternal line. The pectoralis major (PM) muscle and aponeurosis were attached in the lateral half of the skin paddle. Most of PM muscle was elevated with the thoracoacromial vessel and dissected to the main trunk, where the PM muscle was cut and used for bulk. The flap was transferred to the neck and lower mandibular area. The flap was inset either supraclavicularly, covering the anterior neck, or subclavicularly, for intraoral/maxillary defects. Eight patients underwent head and neck reconstruction using the new design of PMMC flap between the years 2000 and 2017. The etiologies of the defect were radiation necrosis in 3 patients, repair of cutaneous fistulas in 3, recurrent hypopharyngeal cancer in 1, and recurrent tongue cancer in 1 patient. There were no flap losses or major complications. With the advancement of free-flap techniques, the classic flaps have become less popular. Our new design supplements the PMMC flap by providing a thin pliable flap with a long pedicle and rotation arc, allowing a combination of different types of flaps to cover composite head and neck defects, especially in cases that lack a reliable recipient vessel due to radiation.

  19. Free Flap Reconstruction Monitoring Techniques and Frequency in the Era of Restricted Resident Work Hours.

    PubMed

    Patel, Urjeet A; Hernandez, David; Shnayder, Yelizaveta; Wax, Mark K; Hanasono, Matthew M; Hornig, Joshua; Ghanem, Tamer A; Old, Matthew; Jackson, Ryan S; Ledgerwood, Levi G; Pipkorn, Patrik; Lin, Lawrence; Ong, Adrian; Greene, Joshua B; Bekeny, James; Yiu, Yin; Noureldine, Salem; Li, David X; Fontanarosa, Joel; Greenbaum, Evan; Richmon, Jeremy D

    2017-08-01

    Free flap reconstruction of the head and neck is routinely performed with success rates around 94% to 99% at most institutions. Despite experience and meticulous technique, there is a small but recognized risk of partial or total flap loss in the postoperative setting. Historically, most microvascular surgeons involve resident house staff in flap monitoring protocols, and programs relied heavily on in-house resident physicians to assure timely intervention for compromised flaps. In 2003, the Accreditation Council for Graduate Medical Education mandated the reduction in the hours a resident could work within a given week. At many institutions this new era of restricted resident duty hours reshaped the protocols used for flap monitoring to adapt to a system with reduced resident labor. To characterize various techniques and frequencies of free flap monitoring by nurses and resident physicians; and to determine if adapted resident monitoring frequency is associated with flap compromise and outcome. This multi-institutional retrospective review included patients undergoing free flap reconstruction to the head and/or neck between January 2005 and January 2015. Consecutive patients were included from different academic institutions or tertiary referral centers to reflect evolving practices. Technique, frequency, and personnel for flap monitoring; flap complications; and flap success. Overall, 1085 patients (343 women [32%] and 742 men [78%]) from 9 institutions were included. Most patients were placed in the intensive care unit postoperatively (n = 790 [73%]), while the remaining were placed in intermediate care (n = 201 [19%]) or in the surgical ward (n = 94 [7%]). Nurses monitored flaps every hour (q1h) for all patients. Frequency of resident monitoring varied, with 635 patients monitored every 4 hours (q4h), 146 monitored every 8 hours (q8h), and 304 monitored every 12 hours (q12h). Monitoring techniques included physical examination (n = 949 [87%]), handheld external Doppler sonography (n = 739 [68%]), implanted Doppler sonography (n = 333 [31%]), and needle stick (n = 349 [32%]); 105 patients (10%) demonstrated flap compromise, prompting return to the operating room in 96 patients. Of these 96 patients, 46 had complete flap salvage, 22 had partial loss, and 37 had complete loss. The frequency of resident flap checks did not affect the total flap loss rate (q4h, 25 patients [4%]; q8h, 8 patients [6%]; and q12h, 8 patients [3%]). Flap salvage rates for compromised flaps were not statistically different. Academic centers rely primarily on q1h flap checks by intensive care unit nurses using physical examination and Doppler sonography. Reduced resident monitoring frequency did not alter flap salvage nor flap outcome. These findings suggest that institutions may successfully monitor free flaps with decreased resident burden.

  20. Influence of two different flap designs on the sequelae of mandibular third molar surgery.

    PubMed

    Erdogan, Ozgür; Tatlı, Ufuk; Ustün, Yakup; Damlar, Ibrahim

    2011-09-01

    The aim of this study was to compare the influence of triangular and envelope flaps on trismus, pain, and facial swelling after mandibular third molar surgery. Twenty healthy patients with bilateral, symmetrically impacted mandibular third molars were included in this double-blinded, prospective, cross-over, randomized study. The patients were operated with envelope flap on one side and triangular flap on the other side. Trismus was determined by measuring maximum interincisal opening, and facial swelling was evaluated using a tape measuring method. Pain was determined using visual analog scale (VAS) and recording the number of pain pills taken. The facial swelling measurements and VAS scores were lower in the envelope flap group compared to the triangular flap group. There was no significant difference between the two flap designs in operation time, maximum interincisal opening, and the number of analgesics taken. Envelope flap yields to less facial swelling and reduced VAS scores in comparison to triangular flap. There is no clinical difference in trismus between the two flap designs. Despite the higher VAS scores with triangular flap, no additional doses of analgesics were required in triangular flap.

  1. Effect of topically applied minoxidil on the survival of rat dorsal skin flap.

    PubMed

    Gümüş, Nazım; Odemiş, Yusuf; Yılmaz, Sarper; Tuncer, Ersin

    2012-12-01

    Flap necrosis still is a challenging problem in reconstructive surgery that results in irreversible tissue loss. This study evaluated the effect of topically applied minoxidil on angiogenesis and survival of a caudally based dorsal rat skin flap. For this study, 24 male Wistar rats were randomly divided into three groups of eight each. A caudally based dorsal skin flap with the dimensions of 9 × 3 cm was raised. After elevation of the flaps, they were sutured back into their initial positions. In group 1 (control group), 1 ml of isotonic saline was applied topically to the flaps of all the animals for 14 days. In group 2, minoxidil solution was spread uniformly over the flap surface for 7 days after the flap elevation. In group 3, minoxidil solution was applied topically to the flap surface during a 14-day period. On day 7 after the flap elevation, the rats were killed. The average area of flap survival was determined for each rat. Subdermal vascular architecture and angiogenesis were evaluated under a light microscope after two full-thickness skin biopsy specimens had been obtained from the midline of the flaps. The lowest flap survival rate was observed in group 1, and no difference was observed between groups 1 and 2. Compared with groups 1 and 2, group 3 had a significantly increased percentage of flap survival (P < 0.05). Intense and moderate angiogenesis also was observed respectively at the proximal and distal areas of the flaps in group 3. The results of this experiment seem to show that the early effect of minoxidil is vasodilation and that prolonged use before flap elevation leads to angiogenesis, increasing flap viability. This journal requires that authors assign a level of evidence to each article. For a full description of these Evidence-Based Medicine ratings, please refer to the Table of Contents or the online Instructions to Authors www.springer.com/00266 .

  2. Classification and Microvascular Flap Selection for Anterior Cranial Fossa Reconstruction.

    PubMed

    Vargo, James D; Przylecki, Wojciech; Camarata, Paul J; Andrews, Brian T

    2018-05-18

     Microvascular reconstruction of the anterior cranial fossa (ACF) creates difficult challenges. Reconstructive goals and flap selection vary based on the defect location within the ACF. This study evaluates the feasibility and reliability of free tissue transfer for salvage reconstruction of low, middle, and high ACF defects.  A retrospective review was performed. Reconstructions were anatomically classified as low (anterior skull base), middle (frontal bar/sinus), and high (frontal bone/soft tissue). Subjects were evaluated based on pathologic indication and goal, type of flap used, and complications observed.  Eleven flaps in 10 subjects were identified and anatomic sites included: low ( n  = 5), middle ( n  = 3), and high ( n  = 3). Eight of 11 reconstructions utilized osteocutaneous flaps including the osteocutaneous radial forearm free flap (OCRFFF) ( n  = 7) and fibula ( n  = 1). Other reconstructions included a split calvarial graft wrapped within a temporoparietal fascia free flap ( n  = 1), latissimus myocutaneous flap ( n  = 1), and rectus abdominis myofascial flap ( n  = 1). All 11 flaps were successful without microvascular compromise. No complications were observed in the high and middle ACF defect groups. Two of five flaps in the low defect group using OCRFFF flaps failed to achieve surgical goals despite demonstrating healthy flaps upon re-exploration. Complications included persistent cerebrospinal fluid leak ( n  = 1) and pneumocephalus ( n  = 1), requiring flap repositioning in one subject and a second microvascular flap in the second subject to achieve surgical goals.  In our experience, osteocutaneous flaps (especially the OCRFFF) are preferred for complete autologous reconstruction of high and middle ACF defects. Low skull base defects are more difficult to reconstruct, and consideration of free muscle flaps (no bone) should be weighed as an option in this anatomic area. Thieme Medical Publishers 333 Seventh Avenue, New York, NY 10001, USA.

  3. 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.

  4. Risk factors for pedicled flap necrosis in hand soft tissue reconstruction: a multivariate logistic regression analysis.

    PubMed

    Gong, Xu; Cui, Jianli; Jiang, Ziping; Lu, Laijin; Li, Xiucun

    2018-03-01

    Few clinical retrospective studies have reported the risk factors of pedicled flap necrosis in hand soft tissue reconstruction. The aim of this study was to identify non-technical risk factors associated with pedicled flap perioperative necrosis in hand soft tissue reconstruction via a multivariate logistic regression analysis. For patients with hand soft tissue reconstruction, we carefully reviewed hospital records and identified 163 patients who met the inclusion criteria. The characteristics of these patients, flap transfer procedures and postoperative complications were recorded. Eleven predictors were identified. The correlations between pedicled flap necrosis and risk factors were analysed using a logistic regression model. Of 163 skin flaps, 125 flaps survived completely without any complications. The pedicled flap necrosis rate in hands was 11.04%, which included partial flap necrosis (7.36%) and total flap necrosis (3.68%). Soft tissue defects in fingers were noted in 68.10% of all cases. The logistic regression analysis indicated that the soft tissue defect site (P = 0.046, odds ratio (OR) = 0.079, confidence interval (CI) (0.006, 0.959)), flap size (P = 0.020, OR = 1.024, CI (1.004, 1.045)) and postoperative wound infection (P < 0.001, OR = 17.407, CI (3.821, 79.303)) were statistically significant risk factors for pedicled flap necrosis of the hand. Soft tissue defect site, flap size and postoperative wound infection were risk factors associated with pedicled flap necrosis in hand soft tissue defect reconstruction. © 2017 Royal Australasian College of Surgeons.

  5. Experimental and numerical research on the aerodynamics of unsteady moving aircraft

    NASA Astrophysics Data System (ADS)

    Bergmann, Andreas; Huebner, Andreas; Loeser, Thomas

    2008-02-01

    For the experimental determination of the dynamic wind tunnel data, a new combined motion test capability was developed at the German-Dutch Wind Tunnels DNW for their 3 m Low Speed Wind Tunnel NWB in Braunschweig, Germany, using a unique six degree-of-freedom test rig called ‘Model Positioning Mechanism’ (MPM) as an improved successor to the older systems. With that cutting-edge device, several transport aircraft configurations including a blended wing body configuration were tested in different modes of oscillatory motions roll, pitch and yaw as well as delta-wing geometries like X-31 equipped with remote controlled rudders and flaps to be able to simulate realistic flight maneuvers, e.g., a Dutch Roll. This paper describes the motivation behind these tests and the test setup and in addition gives a short introduction into time accurate maneuver-testing capabilities incorporating models with remote controlled control surfaces. Furthermore, the adaptation of numerical methods for the prediction of dynamic derivatives is described and some examples with the DLR-F12 configuration will be given. The calculations are based on RANS-solution using the finite volume parallel solution algorithm with an unstructured discretization concept (DLR TAU-code).

  6. The FM-007: An advanced jet commuter for HUB to spoke transportation

    NASA Technical Reports Server (NTRS)

    Blouke, Peter Scott; Engel, George Bryan; Fordham, Kari Suzanne; Layne, Steven James; Moore, Joel David; Shaver, Frederick Martin; Thornton, Douglas Hershal, Jr.

    1991-01-01

    Due to the increasing need for new commuter aircraft, the FM-007 is proposed, a technologically advanced jet propelled short takeoff and landing (STOL) airplane. The proposed commuter is designed for hub to spoke air travel. In order to reduce drag, natural laminar flow technology is integrated into the design using the natural laminar flow airfoil section for the wing. A three lifting surface configuration provides for more efficient cruise flight. This unique design includes a small forward wing (canard), a rear mounted high aspect ratio main wing, and a small horizontal stabilizer high atop the vertical tail. These three surfaces act together to reduce drag by minimizing the downward force the horizontal stabilizer has to account for due to the nose down pitching moment. Commuter aircraft must also incorporate passenger comfort. This is achieved by providing a spacious pressurized cabin with a large galley and reduced cabin noise due to incorporation of noise reduction gear. A basic oval design is adopted, as opposed to a circular design in order to allow for the seating of five passengers abreast. To get STOL capability, an over the wing blown flap is used using a Rolls Royce Tay series engine.

  7. Modeling and Prediction of Krueger Device Noise

    NASA Technical Reports Server (NTRS)

    Guo, Yueping; Burley, Casey L.; Thomas, Russell H.

    2016-01-01

    This paper presents the development of a noise prediction model for aircraft Krueger flap devices that are considered as alternatives to leading edge slotted slats. The prediction model decomposes the total Krueger noise into four components, generated by the unsteady flows, respectively, in the cove under the pressure side surface of the Krueger, in the gap between the Krueger trailing edge and the main wing, around the brackets supporting the Krueger device, and around the cavity on the lower side of the main wing. For each noise component, the modeling follows a physics-based approach that aims at capturing the dominant noise-generating features in the flow and developing correlations between the noise and the flow parameters that control the noise generation processes. The far field noise is modeled using each of the four noise component's respective spectral functions, far field directivities, Mach number dependencies, component amplitudes, and other parametric trends. Preliminary validations are carried out by using small scale experimental data, and two applications are discussed; one for conventional aircraft and the other for advanced configurations. The former focuses on the parametric trends of Krueger noise on design parameters, while the latter reveals its importance in relation to other airframe noise components.

  8. 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.

  9. The radix nasi island flap: a versatile musculocutaneous flap for defects of the eyelids, nose, and malar region.

    PubMed

    Seyhan, Tamer

    2009-03-01

    A versatile musculocutan flap from the radix nasi region, the radix nasi island flap, is described. The flap has an axial blood supply derived from the dorsal nasal branch of the ophthalmic artery which is anastomosed to the terminal branch of the facial artery. The flap includes the skin, subcutaneous tissue, and procerus muscle. Ten patients, aged 50 to 86 years, have been reconstructed with this flap for defects in the nose (in 4 cases), midface (in 4 cases) and lower eyelids (in 2 cases). The mean flap size was 17 x 23 mm (range: 15 x 20 to 20 x 27 mm). All flaps fully survived. Additional complications and morbidity were not observed. The donor sites were closed a primarily closure in all cases. Follow-up ranged from 3 to 12 months (mean: 8.2 months). The radix nasi flap is a safe flap, has minimal donor site morbidity, and is especially suited for nasal and midface reconstruction in terms of attaining a suitable color and thickness.

  10. Reconstruction of lower face defect or deformity with submental artery perforator flaps.

    PubMed

    Shi, Cheng-li; Wang, Xian-cheng

    2012-07-01

    Reconstruction of lower face defects or deformity often presents as a challenge for plastic surgeons. Many methods, including skin graft, tissue expander, or free flap are introduced. Submental artery perforator flaps have been used in the reconstruction of defects or deformities of the lower face. Between August 2006 and December 2008, 22 patients with lower face defects or deformity underwent reconstruction with pedicled submental artery perforator flaps. Their age ranged between 14 and 36 years. The perforator arteries were detected and labeled with a hand-held Doppler flowmeter. The size of flaps ranged from 4 × 6 to 6 × 7 cm, and the designed flaps included the perforator artery. All the flaps survived well, except 1 flap which resulted in partial necrosis in distal region and healed after conservative therapy. No other complication occurred with satisfactory aesthetic appearance of the donor site. The submental artery perforator flap is a thin and reliable flap with robust blood supply. This flap can reduce donor-site morbidity significantly and is a good choice for reconstructive surgery of lower face.

  11. 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.

  12. Face resurfacing using a cervicothoracic skin flap prefabricated by lateral thigh fascial flap and tissue expander.

    PubMed

    Li, Qingfeng; Zan, Tao; Gu, Bin; Liu, Kai; Shen, Guoxiong; Xie, Yun; Weng, Rui

    2009-01-01

    Resurfacing of facial massive soft tissue defect is a formidable challenge because of the unique character of the region and the limitation of well-matched donor site. In this report, we introduce a technique for using the prefabricated cervicothoracic skin flap for facial resurfacing, in an attempt to meet the principle of flap selection in face reconstructive surgery for matching the color and texture, large dimension, and thinner thickness (MLT) of the recipient. Eleven patients with massive facial scars underwent resurfacing procedures with prefabricated cervicothoracic flaps. The vasculature of the lateral thigh fascial flap, including the descending branch of the lateral femoral circumflex vessels and the surrounding muscle fascia, was used as the vascular carrier, and the pedicles of the fascial flap were anastomosed to either the superior thyroid or facial vessels in flap prefabrication. A tissue expander was placed beneath the fascial flap to enlarge the size and reduce the thickness of the flap. The average size of the harvested fascia flap was 6.5 x 11.7 cm. After a mean interval of 21.5 weeks, the expanders were filled to a mean volume of 1,685 ml. The sizes of the prefabricated skin flaps ranged from 12 x 15 cm to 15 x 32 cm. The prefabricated skin flaps were then transferred to the recipient site as pedicled flaps for facial resurfacing. All facial soft tissue defects were successfully covered by the flaps. The donor sites were primarily closed and healed without complications. Although varied degrees of venous congestion were developed after flap transfers, the marginal necrosis only occurred in two cases. The results in follow-up showed most resurfaced faces restored natural contour and regained emotional expression. MLT is the principle for flap selection in resurfacing of the massive facial soft tissue defect. Our experience in this series of patients demonstrated that the prefabricated cervicothoracic skin flap could be a reliable alternative tool for resurfacing of massive facial soft tissue defects. (c) 2009 Wiley-Liss, Inc. Microsurgery, 2009.

  13. Application of multidetector-row computed tomography in propeller flap planning.

    PubMed

    Ono, Shimpei; Chung, Kevin C; Hayashi, Hiromitsu; Ogawa, Rei; Takami, Yoshihiro; Hyakusoku, Hiko

    2011-02-01

    The propeller flap is defined as (1) being island-shaped, (2) having an axis that includes the perforators, and (3) having the ability to be rotated around an axis. The advantage of the propeller flap is that it is a pedicle flap that can be applied to cover defects located at the distal ends of the extremities. The specific aims of the authors' study were (1) to evaluate the usefulness of multidetector-row computed tomography in the planning of propeller flaps and (2) to present a clinical case series of propeller flap reconstructions that were planned preoperatively using multidetector-row computed tomography. The authors retrospectively analyzed all cases between April of 2007 and April of 2010 at Nippon Medical School Hospital in Tokyo, where multidetector-row computed tomography was used preoperatively to plan surgical reconstructions using propeller flaps. Thirteen patients underwent 16 flaps using the propeller flap technique. The perforators were identified accurately by multidetector-row computed tomography preoperatively in all cases. This is the first report describing the application of multidetector-row computed tomography in the planning of propeller flaps. Multidetector-row computed tomography is superior to other imaging methods because it demonstrates more precisely the perforator's position and subcutaneous course using high-resolution three-dimensional images. By using multidetector-row computed tomography to preoperatively identify a flap's perforators, the surgeon can better plan the flap design to efficiently conduct the flap surgery.

  14. Comparison of fasciocutaneous V-Y and rotational flaps for defect coverage of sacral pressure sores: a critical single-centre appraisal.

    PubMed

    Djedovic, Gabriel; Metzler, Julia; Morandi, Evi M; Wachter, Tanja; Kühn, Shafreena; Pierer, Gerhard; Rieger, Ulrich M

    2017-12-01

    Pressure sore rates remain high in both nursing homes as well as in hospitals. Numerous surgical options are available for defect coverage in the sacral region. However, objective data is scarce as to whether a specific flap design is superior to another. Here, we aim to compare two fasciocutaneous flap designs for sacral defect coverage: the gluteal rotation flap and the gluteal V-Y flap. All primary sacral pressure sores of grades III-IV that were being covered with gluteal fasciocutaneous rotational or V-Y flaps between January 2008 and December 2014 at our institution were analysed. A total of 41 patients received a total of 52 flaps. Of these, 18 patients received 20 gluteal rotational flaps, and 23 patients received 32 V-Y flaps. Both groups were comparable with regards to demographics, comorbidities and complications. Significantly more V-Y flaps were needed to cover smaller defects. Mean length of hospital stay was significantly prolonged when surgical revision had to be carried out. Both flap designs have proven safe and reliable for defect coverage after sacral pressure sores. Gluteal rotational flaps appear to be more useful for larger defects. Both flap designs facilitate their reuse in case of pressure sore recurrence. Complication rates appear to be comparable in both designs and to the current literature. © 2017 Medicalhelplines.com Inc and John Wiley & Sons Ltd.

  15. Glove box shield

    DOEpatents

    Brackenbush, L.W.; Hoenes, G.R.

    A shield for a glove box housing radioactive material is comprised of spaced apart clamping members which maintain three overlapping flaps in place therebetween. There is a central flap and two side flaps, the side flaps overlapping at the interior edges thereof and the central flap extending past the intersection of the side flaps in order to insure that the shield is always closed when the user wthdraws his hand from the glove box. Lead loaded neoprene rubber is the preferred material for the three flaps, the extent of lead loading depending upon the radiation levels within the glove box.

  16. Magnitude of Myocutaneous Flaps and Factors Associated With Loss of Volume in Oral Cancer Reconstructive Surgery.

    PubMed

    Sakamoto, Yuki; Yanamoto, Souichi; Ota, Yoshihide; Furudoi, Shungo; Komori, Takahide; Umeda, Masahiro

    2016-03-01

    Myocutaneous flaps are often used to repair oral and maxillofacial defects after surgery for oral cancer; however, their volume decreases during the postoperative period. To facilitate treatment planning, the authors measured the extent of such postoperative flap volume loss and identified associated factors in patients who underwent oral reconstruction with myocutaneous flaps. The authors designed and performed a retrospective observational study of patients who underwent reconstructive procedures involving rectus abdominal myocutaneous (RAM) or pectoralis major myocutaneous (PMMC) flaps at Tokai University Hospital, Kobe University Hospital, or Nagasaki University Hospital from April 2009 through March 2013. Flap type and other clinical variables were examined as potential predictors of flap loss. The primary outcome was flap loss at 6 months postoperatively. Correlations between each potential predictor and the primary outcome were examined using multiple regression analysis. The subjects were 75 patients whose oral defects were reconstructed with RAM flaps (n = 57) or PMMC flaps (n = 18). RAM flaps exhibited a mean volume shrinkage of 22% at 6 months postoperatively, which was less than the 27.5% displayed by the PMMC flaps, but the difference was not important. Renal failure, previous surgery of the oral region, postoperative radiotherapy, and postoperative serum albumin level were found to be meaningful risk factors for postoperative flap volume loss. The results of this study suggest that larger flaps should be used in patients who possess these risk factors or are scheduled to undergo postoperative radiotherapy. Future studies should examine the utility of postoperative nutritional management for preventing flap volume loss. Copyright © 2016 American Association of Oral and Maxillofacial Surgeons. Published by Elsevier Inc. All rights reserved.

  17. [Management of vascular crisis of free flaps after reconstruction of head and neck defects caused by tumor resection].

    PubMed

    Ni, Song; Zhu, Yiming; Li, Dezhi; Liu, Jie; An, Changming; Zhang, Bin; Liu, Shaoyan

    2015-11-01

    To discuss the management of vascular crisis of free flaps after reconstruction of head and neck defects caused by tumor resection. A total of 259 cases of free flap reconstruction performed in the Cancer Hospital of Chinese Academy of Medical Sciences from 2010 to 2013 were retrospectively analyzed, including 89 cases of anterolateral thigh flaps, 48 cases of radial forearm flaps, 46 free fibula flaps, 5 cases of inferior epigastric artery perforator flaps, 5 cases of free latissimus dorsi flaps, one case of lateral arm flap, and one case of medial femoral flap. The surveillance frequency of free flaps was q1h on post-operative day (POD) 1, q2h on POD 2 and 3, and q4h after POD 3. Vascular crises were reviewed for analysis. The incidence rate of vascular crisis was 8.1% (21/259), with 15 males and 6 females. The average age was 54.8 years old (17-68), and the average time of vascular crisis was 100.8 h post-operation (3-432). There were 7 cases of free jejunum flaps and 14 dermal free flaps. Seven of these 21 cases with vascular crisis were rescued by surgery. The success rate of salvage surgery within 72 hours from the primary operation was 54.5% (6/11), significantly higher than that of salvage surgery performed later than 72 hours from primary operation (10.0%, 1/10, P=0.043). There were 14 cases of flap necrosis, two of which died of local infection. Early detection of vascular crisis can effectively improve the success rate of salvage, so as to avoid the serious consequences caused by free flap necrosis.

  18. Indocyanine Green Fluorescence for Free-Flap Perfusion Imaging Revisited: Advanced Decision Making by Virtual Perfusion Reality in Visionsense Fusion Imaging Angiography.

    PubMed

    Bigdeli, Amir Khosrow; Gazyakan, Emre; Schmidt, Volker Juergen; Hernekamp, Frederick Jochen; Harhaus, Leila; Henzler, Thomas; Kremer, Thomas; Kneser, Ulrich; Hirche, Christoph

    2016-06-01

    Near-infrared indocyanine green video angiography (ICG-NIR-VA) has been introduced for free-flap surgery and may provide intraoperative flap designing as well as postoperative monitoring. Nevertheless, the technique has not been established in clinical routine because of controversy over benefits. Improved technical features of the novel Visionsense ICG-NIR-VA surgery system are promising to revisit the field of application. It features a unique real-time fusion image of simultaneous NIR and white light visualization, with highlighted perfusion, including a color-coded perfusion flow scale for optimized anatomical understanding. In a feasibility study, the Visionsense ICG-NIR-VA system was applied during 10 free-flap surgeries in 8 patients at our center. Indications included anterior lateral thigh (ALT) flap (n = 4), latissimus dorsi muscle flap (n = 1), tensor fascia latae flap (n = 1), and two bilateral deep inferior epigastric artery perforator flaps (n = 4). The system was used intraoperatively and postoperatively to investigate its impact on surgical decision making and to observe perfusion patterns correlated to clinical monitoring. Visionsense ICG-NIR-VA aided assessing free-flap design and perfusion patterns in all cases and correlated with clinical observations. Additional interventions were performed in 2 cases (22%). One venous anastomosis was revised, and 1 flap was redesigned. Indicated by ICG-NIR-VA, 1 ALT flap developed partial flap necrosis (11%). The Visionsense ICG-NIR-VA system allowed a virtual view of flap perfusion anatomy by fusion imaging in real-time. The system improved decision making for flap design and surgical decisions. Clinical and ICG-NIR-VA parameters correlated. Its future implementation may aid in improving outcomes for free-flap surgery, but additional experience is needed to define its final role. © The Author(s) 2015.

  19. Reconstruction Using Locoregional Flaps for Large Skull Base Defects.

    PubMed

    Hatano, Takaharu; Motomura, Hisashi; Ayabe, Shinobu

    2015-06-01

    We present a modified locoregional flap for the reconstruction of large anterior skull base defects that should be reconstructed with a free flap according to Yano's algorithm. No classification of skull base defects had been proposed for a long time. Yano et al suggested a new classification in 2012. The lb defect of Yano's classification extends horizontally from the cribriform plate to the orbital roof. According to Yano's algorithm for subsequent skull base reconstructive procedures, a lb defect should be reconstructed with a free flap such as an anterolateral thigh free flap or rectus abdominis myocutaneous free flap. However, our modified locoregional flap has also enabled reconstruction of lb defects. In this case series, we used a locoregional flap for lb defects. No major postoperative complications occurred. We present our modified locoregional flap that enables reconstruction of lb defects.

  20. Development of Bird-like Micro Aerial Vehicle with Flapping and Feathering Wing Motions

    NASA Astrophysics Data System (ADS)

    Maglasang, Jonathan; Goto, Norihiro; Isogai, Koji

    To investigate the feasibility of a highly efficient flapping system capable of avian maneuvers, such as rapid takeoff, hover and gliding, a full scale bird-like (ornithopter) flapping-wing micro aerial vehicle (MAV) shaped and patterned after a typical pigeon (Columba livia) has been designed and constructed. Both numerical and experimental methods have been used in the development of this vehicle. This flapping-wing micro aerial vehicle utilizes both the flapping and feathering motions of an avian wing by employing a novel flapping-feathering mechanism, which has been synthesized and constructed so as to best describe the properly coordinated flapping and feathering wing motions at phase angle difference of 90° in a horizontal steady level flight condition. This design allows high flapping and feathering amplitudes and is configurable for asymmetric wing motions which are desirable in high-speed flapping flight and maneuvering. The preliminary results indicate its viability as a practical and an efficient flapping-wing micro aerial vehicle.

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