N III Bowen Lines and Fluorescence Mechanism in the Symbiotic Star AG Peg

NASA Astrophysics Data System (ADS)

Hyung, Siek; Lee, Seong-Jae; Lee, Kang Hwan

2018-03-01

We have investigated the intensities and full width at half maximum (FWHM) of the high dispersion spectroscopic N III emission lines of AG Peg, observed with the Hamilton Echelle Spectrograph (HES) in three different epochs at Mt. Hamilton's Lick Observatory. The earlier theoretical Bowen line study assumed the continuum fluorescence effect, presenting a large discrepancy with the present data. Hence, we analyzed the observed N III lines assuming line fluorescence as the only suitable source: (1) The O III and N III resonance line profiles near λ 374 were decomposed, using the Gaussian function, and the contributions from various O III line components were determined. (2) Based on the theoretical resonant N III intensities, the expected N III Bowen intensities were obtained to fit the observed values. Our study shows that the incoming line photon number ratio must be considered to balance at each N III Bowen line level in the ultraviolet radiation according to the observed lines in the optical zone. We also found that the average FWHM of the N III Bowen lines was about 5 km·s-1 greater than that of the O III Bowen lines, perhaps due to the inherently different kinematic characteristics of their emission zones.

Theoretical damping in roll and rolling moment due to differential wing incidence for slender cruciform wings and wing-body combinations

NASA Technical Reports Server (NTRS)

Adams, Gaynor J; DUGAN DUANE W

1952-01-01

A method of analysis based on slender-wing theory is developed to investigate the characteristics in roll of slender cruciform wings and wing-body combinations. The method makes use of the conformal mapping processes of classical hydrodynamics which transform the region outside a circle and the region outside an arbitrary arrangement of line segments intersecting at the origin. The method of analysis may be utilized to solve other slender cruciform wing-body problems involving arbitrarily assigned boundary conditions. (author)

Supersonic aerodynamic characteristics of a low-aspect-ratio missile model with wing and tail controls and with tails in line and interdigitated

NASA Technical Reports Server (NTRS)

Graves, E. B.

1972-01-01

A study has been made to determine the aerodynamic characteristics of a low-aspect ratio cruciform missile model with all-movable wings and tails. The configuration was tested at Mach numbers from 1.50 to 4.63 with the wings in the vertical and horizontal planes and with the wings in a 45 deg roll plane with tails in line and interdigitated.

A far-wing line shape theory which satisfies the detailed balance principle

NASA Technical Reports Server (NTRS)

Ma, Q.; Tipping, R. H.; Hartmann, J.-M.; Boulet, C.

1995-01-01

A far-wing theory in which the validity of the detailed balance principle is maintained in each step of the derivation is presented. The role of the total density matrix including the initial correlations is analyzed rigorously. By factoring out the rapidly varying terms in the complex-time development operator in the interaction representation, better approximate expressions can be obtained. As a result, the spectral density can be expressed in terms of the line-coupling functions in which two coupled lines are arranged symmetrically and whose frequency detunings are omega - 1/2(omega(sub ji) + omega (sub j'i'). Using the approximate values omega - omega(sub ji) results in expressions that do not satisfy the detailed balance principle. However, this principle remains satisfied for the symmetrized spectral density in which not only the coupled lines are arranged symmetrically, but also the initial and final states belonging to the same lines are arranged symmetrically as well.

Skin friction fields on delta wings

NASA Astrophysics Data System (ADS)

Woodiga, S. A.; Liu, Tianshu

2009-12-01

The normalized skin friction fields on a 65° delta wing and a 76°/40° double-delta wing are measured by using a global luminescent oil-film skin friction meter. The detailed topological structures of skin friction fields on the wings are revealed for different angles of attack and the important features are detected such as reattachment lines, secondary separation lines, vortex bursting and vortex interaction. The comparisons with the existing flow visualization results are discussed.

38. Photograph of a line drawing. 'PART III, SECTION 1, ...

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

38. Photograph of a line drawing. 'PART III, SECTION 1, EQUIPMENT LAYOUT, BUILDINGS G-1 TO G-10 INCL., PURIFICATION, MANUFACTURING AREA, PLAN 'B'.' From U.S. Army Corps of Engineers. Industrial Facilities Inventory, Holston Ordnance Works, Kingsport, Tennessee. Plant B, Parts II, III. (Nashville, TN: Office of District Engineer, 1944). - Holston Army Ammunition Plant, RDX-and-Composition-B Manufacturing Line 9, Kingsport, Sullivan County, TN

43. Photograph of a line drawing. 'PART III, SECTION 1, ...

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

43. Photograph of a line drawing. 'PART III, SECTION 1, EQUIPMENT LAYOUT, BUILDINGS H-1 TO H-10 INCL., GRINDING, MANUFACTURING AREA, PLANT 'B'.' From U.S. Army Corps of Engineers. Industrial Facilities Inventory, Holston Ordnance Works, Kingsport, Tennessee. Plant B, Parts II, III. (Nashville, TN: Office of the District Engineer, 1944). - Holston Army Ammunition Plant, RDX-and-Composition-B Manufacturing Line 9, Kingsport, Sullivan County, TN

Habitat variation and wing coloration affect wing shape evolution in dragonflies.

PubMed

Outomuro, D; Dijkstra, K-D B; Johansson, F

2013-09-01

Habitats are spatially and temporally variable, and organisms must be able to track these changes. One potential mechanism for this is dispersal by flight. Therefore, we would expect flying animals to show adaptations in wing shape related to habitat variation. In this work, we explored variation in wing shape in relation to preferred water body (flowing water or standing water with tolerance for temporary conditions) and landscape (forested to open) using 32 species of dragonflies of the genus Trithemis (80% of the known species). We included a potential source of variation linked to sexual selection: the extent of wing coloration on hindwings. We used geometric morphometric methods for studying wing shape. We also explored the phenotypic correlation of wing shape between the sexes. We found that wing shape showed a phylogenetic structure and therefore also ran phylogenetic independent contrasts. After correcting for the phylogenetic effects, we found (i) no significant effect of water body on wing shape; (ii) male forewings and female hindwings differed with regard to landscape, being progressively broader from forested to open habitats; (iii) hindwings showed a wider base in wings with more coloration, especially in males; and (iv) evidence for phenotypic correlation of wing shape between the sexes across species. Hence, our results suggest that natural and sexual selection are acting partially independently on fore- and hindwings and with differences between the sexes, despite evidence for phenotypic correlation of wing shape between males and females. © 2013 The Authors. Journal of Evolutionary Biology © 2013 European Society For Evolutionary Biology.

A far wing line shape theory and its application to the water continuum absorption in the infrared region. I

NASA Technical Reports Server (NTRS)

Ma, Q.; Tipping, R. H.

1991-01-01

The present theory for the continuous absorption that is due to the far-wing contribution of allowed lines is based on the quasistatic approximation for the far wing limit and the binary collision approximation of one absorber molecule and one bath molecule. The validity of the theory is discussed, and numerical results of the water-continuum absorption in the IR region are presented for comparison with experimental data. Good agreement is obtained for both the magnitude and temperature dependence of the absorption coefficients.

Characterization of cell lines developed from the glassy-winged sharpshooter, Homalodisca coagulata (Hemiptera: Cicadellidae).

PubMed

Kamita, Shizuo G; Do, Zung N; Samra, Aman I; Hagler, James R; Hammock, Bruce D

2005-01-01

Four continuous cell lines were established from the embryos of the glassy-winged sharpshooter, Homalodisca coagulata (Say), an economically important insect vector of bacterial pathogens of grape, almond, citrus, oleander, and other agricultural and ornamental plantings. The cell lines were designated GWSS-Z10, GWSS-Z15, GWSS-G3, and GWSS-LH. The GWSS-Z10, GWSS-Z15, and GWSS-G3 lines were cultured in Ex-Cell 401 medium supplemented with 10% fetal bovine serum (FBS), whereas the GWSS-LH line was cultured in LH medium supplemented with 20% FBS. The cell lines were characterized in terms of their morphology, growth, protein composition, and polymerase chain reaction- amplification patterns of their chromosomal deoxyribonucleic acid. The population doubling times of GWSS-Z10, GWSS-Z15, GWSS-G3, and GWSS-LH were 46.2, 90.9, 100.3, and 60.2 h, respectively. These lines should be useful for the study of insect-pathogenic viruses of leafhoppers, aphids, treehoppers, and other related insects as well as plant-pathogenic viruses that are transmitted by these insects.

Blue-wing enhancement of the chromospheric Mg II h and k lines in a solar flare

NASA Astrophysics Data System (ADS)

Tei, Akiko; Sakaue, Takahito; Okamoto, Takenori J.; Kawate, Tomoko; Heinzel, Petr; UeNo, Satoru; Asai, Ayumi; Ichimoto, Kiyoshi; Shibata, Kazunari

2018-05-01

We performed coordinated observations of AR 12205, which showed a C-class flare on 2014 November 11, with the Interface Region Imaging Spectrograph (IRIS) and the Domeless Solar Telescope (DST) at Hida Observatory. Using spectral data in the Si IV 1403 Å, C II 1335 Å, and Mg II h and k lines from IRIS and the Ca II K, Ca II 8542 Å, and Hα lines from DST, we investigated a moving flare kernel during the flare. In the Mg II h line, the leading edge of the flare kernel showed an intensity enhancement in the blue wing and a smaller intensity of the blue-side peak (h2v) than that of the red-side one (h2r). The blueshift lasted for 9-48 s with a typical speed of 10.1 ± 2.6 km s-1, which was followed by a high intensity and a large redshift with a speed of up to 51 km s-1 detected in the Mg II h line. The large redshift was a common property for all six lines, but the blueshift prior to it was found only in the Mg II lines. Cloud modeling of the Mg II h line suggests that the blue-wing enhancement with such a peak difference could have been caused by a chromospheric-temperature (cool) upflow. We discuss a scenario in which an upflow of cool plasma is lifted up by expanding hot plasma owing to the deep penetration of non-thermal electrons into the chromosphere. Furthermore, we found that the blueshift persisted without any subsequent redshift in the leading edge of the flare kernel during its decaying phase. The cause of such a long-lasting blueshift is also discussed.

A Study of Wing Flutter

NASA Technical Reports Server (NTRS)

Zahm, A F; Bear, R M

1929-01-01

Part I describes vibration tests, in a wind tunnel, of simple airfoils and of the tail plane of an M0-1 airplane model; it also describes the air flow about this model. From these tests are drawn inferences as to the cause and cure of aerodynamic wing vibrations. Part II derives stability criteria for wing vibrations in pitch and roll, and gives design rules to obviate instability. Part III shows how to design spars to flex equally under a given wing loading and thereby economically minimize the twisting in pitch that permits cumulative flutter. Resonant flutter is not likely to ensue from turbulence of air flow along past wings and tail planes in usual flying conditions. To be flutterproof a wing must be void of reversible autorotation and not have its centroid far aft of its pitching axis, i. e., axis of pitching motion. Danger of flutter is minimized by so proportioning the wing's torsional resisting moment to the air pitching moment at high-speed angles that the torsional flexure is always small. (author)

Nonlinear Large Deflection Theory with Modified Aeroelastic Lifting Line Aerodynamics for a High Aspect Ratio Flexible Wing

NASA Technical Reports Server (NTRS)

Nguyen, Nhan; Ting, Eric; Chaparro, Daniel

2017-01-01

This paper investigates the effect of nonlinear large deflection bending on the aerodynamic performance of a high aspect ratio flexible wing. A set of nonlinear static aeroelastic equations are derived for the large bending deflection of a high aspect ratio wing structure. An analysis is conducted to compare the nonlinear bending theory with the linear bending theory. The results show that the nonlinear bending theory is length-preserving whereas the linear bending theory causes a non-physical effect of lengthening the wing structure under the no axial load condition. A modified lifting line theory is developed to compute the lift and drag coefficients of a wing structure undergoing a large bending deflection. The lift and drag coefficients are more accurately estimated by the nonlinear bending theory due to its length-preserving property. The nonlinear bending theory yields lower lift and span efficiency than the linear bending theory. A coupled aerodynamic-nonlinear finite element model is developed to implement the nonlinear bending theory for a Common Research Model (CRM) flexible wing wind tunnel model to be tested in the University of Washington Aeronautical Laboratory (UWAL). The structural stiffness of the model is designed to give about 10% wing tip deflection which is large enough that could cause the nonlinear deflection effect to become significant. The computational results show that the nonlinear bending theory yields slightly less lift than the linear bending theory for this wind tunnel model. As a result, the linear bending theory is deemed adequate for the CRM wind tunnel model.

Extension of the quasistatic far-wing line shape theory to multicomponent anisotropic potentials

NASA Technical Reports Server (NTRS)

Ma, Q.; Tipping, R. H.

1994-01-01

The formalism developed previously for the calculation of the far-wing line shape function and the corresponding absorption coefficient using a single-component anisotropic interaction term and the binary collision and quasistatic approximations is generalized to multicomponent anisotropic potential functions. Explicit expressions are presented for several common cases, including the long-range dipole-dipole plus dipole-quadrupole interaction and a linear molecule interacting with a perturber atom. After determining the multicomponent functional representation for the interaction between the CO2 and Ar from previously published data, we calculate the theoretical line shape function and the corresponding absorption due to the nu(sub 3) band of CO2 in the frequency range 2400-2580 cm(exp -1) and compare our results with previous calculations carried out using a single-component anisotropic interaction, and with the results obtained assuming Lorentzian line shapes. The principal uncertainties in the present results, possible refinements of the theoretical formalism, and the applicability to other systems are discussed briefly.

A far wing line shape theory and its application to the water vibrational bands (II)

NASA Technical Reports Server (NTRS)

Ma, Q.; Tipping, R. H.

1992-01-01

Attention is given to a far wing line shape theory based on binary collision and quasi-static approximations. The theory is applicable for both the LF and HF wings of vibrational-rotational bands. It is used to calculate the frequency and temperature dependence of the continuous absorption coefficient for frequencies up to 10,000/cm for pure water vapor. The results are compared with existing laboratory data in the 2400-2700/cm window and in the 3000-4300/cm band center region, with field measurements in the 2000-2225/cm region and with a recent experimental measurement near 9466/cm. It is concluded that both the magnitude and temperature dependence of the water vapor continuum can be accounted for by the present theory without the introduction of any adjustable parameters. Refinements of the theory and extension to foreign-broadened absorption are also discussed.

The origin of N III lambda 990 and C III lambda 977 emission in AGN narrow-line region gas

NASA Technical Reports Server (NTRS)

Ferguson, J. W.; Ferland, G. J.; Pradhan, A. K.

1995-01-01

We discuss implications of Hopkins Ultraviolet Telescope (HUT) detections of C III lambda 977 and N III lambda 990 emission from the narrow-line region of the Seyfert 2 galaxy NGC 1068. In their discovery paper Kriss et al. showed that the unexpectedly great strength of these lines implies that the emitting gas must be shock-heated if the lines are collisionally excited. Here we investigate other processes which excite these lines in photoionization equilibrium. Recombination, mainly dielectronic, and continuum fluorescence are strong contributors to the line. The resulting intensities are sensitive to the velocity field of the emitting gas and require that the turbulence be of the same order of magnitude as the observed line width. We propose optical observations that will decide whether the gas is collisionally or radiatively heated.

The Case for Optically Thick High-Velocity Broad-Line Region Gas in Active Galactic Nuclei

NASA Astrophysics Data System (ADS)

Snedden, Stephanie A.; Gaskell, C. Martin

2007-11-01

A combined analysis of the profiles of the main broad quasar emission lines in both Hubble Space Telescope and optical spectra shows that while the profiles of the strong UV lines are quite similar, there is frequently a strong increase in the Lyα/Hα ratio in the high-velocity gas. We show that the suggestion that the high-velocity gas is optically thin presents many problems. We show that the relative strengths of the high-velocity wings arise naturally in an optically thick BLR component. An optically thick model successfully explains the equivalent widths of the lines, the Lyα/Hα ratios and flatter Balmer decrements in the line wings, the strengths of C III] and the λ1400 blend, and the strong variability in flux of high-velocity, high-ionization lines (especially He II and He I).

Height formation of bright points observed by IRIS in Mg II line wings during flux emergence

NASA Astrophysics Data System (ADS)

Grubecka, M.; Schmieder, B.; Berlicki, A.; Heinzel, P.; Dalmasse, K.; Mein, P.

2016-09-01

Context. A flux emergence in the active region AR 111850 was observed on September 24, 2013 with the Interface Region Imaging Spectrograph (IRIS). Many bright points are associated with the new emerging flux and show enhancement brightening in the UV spectra. Aims: The aim of this work is to compute the altitude formation of the compact bright points (CBs) observed in Mg II lines in the context of searching Ellerman bombs (EBs). Methods: IRIS provided two large dense rasters of spectra in Mg II h and k lines, Mg II triplet, C II and Si IV lines covering all the active region and slit jaws in the two bandpasses (1400 Å and 2796 Å) starting at 11:44 UT and 15:39 UT, and lasting 20 min each. Synthetic profiles of Mg II and Hα lines are computed with non-local thermodynamic equlibrium (NLTE) radiative transfer treatment in 1D solar atmosphere model including a hotspot region defined by three parameters: temperature, altitude, and width. Results: Within the two IRIS rasters, 74 CBs are detected in the far wings of the Mg II lines (at +/-1 Å and 3.5 Å). Around 10% of CBs have a signature in Si IV and CII. NLTE models with a hotspot located in the low atmosphere were found to fit a sample of Mg II profiles in CBs. The Hα profiles computed with these Mg II CB models are consistent with typical EB profiles observed from ground based telescopes e.g. THEMIS. A 2D NLTE modelling of fibrils (canopy) demonstrates that the Mg II line centres can be significantly affected but not the peaks and the wings of Mg II lines. Conclusions: We conclude that the bright points observed in Mg II lines can be formed in an extended domain of altitudes in the photosphere and/or the chromosphere (400 to 750 km). Our results are consistent with the theory of heating by Joule dissipation in the atmosphere produced by magnetic field reconnection during flux emergence.

Logistics Implications of Composite Wings

DTIC Science & Technology

1993-12-01

Composite Wing and Air Logistics Center Locations 33 12 F-15E Strike Eagle Aircraft 34 la F-16C Fighting Falcon Aircraft 35 14 E-3 Sentry...Structure , 12 2 366th Wing Maintenance Concept 41 vOt Foreword The US Air Force has taken the initiative to reorganize into objective wings, at...the Air Force in 1967. He began his Air Force career as an F-102 radar weapon system specialist and worked on the flight line at Ramstein Air Base

Folding Wings like a Cockroach: A Review of Transverse Wing Folding Ensign Wasps (Hymenoptera: Evaniidae: Afrevania and Trissevania)

PubMed Central

Mikó, István; Copeland, Robert S.; Balhoff, James P.; Yoder, Matthew J.; Deans, Andrew R.

2014-01-01

We revise two relatively rare ensign wasp genera, whose species are restricted to Sub-Saharan Africa: Afrevania and Trissevania. Afrevania longipetiolata sp. nov., Trissevania heatherae sp. nov., T. hugoi sp. nov., T. mrimaensis sp. nov. and T. slideri sp. nov. are described, males and females of T. anemotis and Afrevania leroyi are redescribed, and an identification key for Trissevaniini is provided. We argue that Trissevania mrimaensis sp. nov. and T. heatherae sp. nov. populations are vulnerable, given their limited distributions and threats from mining activities in Kenya. We hypothesize that these taxa together comprise a monophyletic lineage, Trissevaniini, tr. nov., the members of which share the ability to fold their fore wings along two intersecting fold lines. Although wing folding of this type has been described for the hind wing of some insects four-plane wing folding of the fore wing has never been documented. The wing folding mechanism and the pattern of wing folds of Trissevaniini is shared only with some cockroach species (Blattodea). It is an interesting coincidence that all evaniids are predators of cockroach eggs. The major wing fold lines of Trissevaniini likely are not homologous to any known longitudinal anatomical structures on the wings of other Evaniidae. Members of the new tribe share the presence of a coupling mechanism between the fore wing and the mesosoma that is composed of a setal patch on the mesosoma and the retinaculum of the fore wing. While the setal patch is an evolutionary novelty, the retinaculum, which originally evolved to facilitate fore and hind wing coupling in Hymenoptera, exemplifies morphological exaptation. We also refine and clarify the Semantic Phenotype approach used in previous taxonomic revisions and explore the consequences of merging new with existing data. The way that semantic statements are formulated can evolve in parallel, alongside improvements to the ontologies themselves. PMID:24787704

ALMA WILL DETERMINE THE SPECTROSCOPIC REDSHIFT z > 8 WITH FIR [O III] EMISSION LINES

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

Inoue, A. K.; Shimizu, I.; Tamura, Y.

We investigate the potential use of nebular emission lines in the rest-frame far-infrared (FIR) for determining spectroscopic redshift of z > 8 galaxies with the Atacama Large Millimeter/submillimeter Array (ALMA). After making a line emissivity model as a function of metallicity, especially for the [O III] 88 μm line which is likely to be the strongest FIR line from H II regions, we predict the line fluxes from high-z galaxies based on a cosmological hydrodynamics simulation of galaxy formation. Since the metallicity of galaxies reaches at ∼0.2 Z {sub ☉} even at z > 8 in our simulation, we expectmore » the [O III] 88 μm line as strong as 1.3 mJy for 27 AB objects, which is detectable at a high significance by <1 hr integration with ALMA. Therefore, the [O III] 88 μm line would be the best tool to confirm the spectroscopic redshifts beyond z = 8.« less

7. Photograph of a line drawing. 'PART III, SECTION 1, ...

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

7. Photograph of a line drawing. 'PART III, SECTION 1, EQUIPMENT LAYOUT, BUILDING NO. 10, PRODUCER GAS & EXHAUSTER BLDG., PLANT A.' From U.S. Army Corps of Engineers. Industrial Facilities Inventory, Holston Ordnance Works, Kingsport, Tennessee. Plant A, Parts I, II, III. (Nashville, TN: Office of District Engineer, 1944). - Holston Army Ammunition Plant, Producer Gas Plant, Kingsport, Sullivan County, TN

Microlensing and Intrinsic Variability of the Broad Emission Lines of Lensed Quasars

NASA Astrophysics Data System (ADS)

Fian, C.; Guerras, Eduardo; Mediavilla, E.; Jiménez-Vicente, J.; Muñoz, J. A.; Falco, E. E.; Motta, V.; Hanslmeier, A.

2018-05-01

We study the broad emission lines in a sample of 11 gravitationally lensed quasars with at least two epochs of observation to identify intrinsic variability and to disentangle it from microlensing. To improve our statistical significance and emphasize trends, we also include 15 lens systems with single-epoch spectra. Mg II and C III] emission lines are only weakly affected by microlensing, but C IV shows strong microlensing in some cases, even for regions of the line core, presumably associated with small projected velocities. However, excluding the strongly microlensed cases, there is a strikingly good match, on average, between the red wings of the C IV and C III] profiles. Analysis of these results supports the existence of two regions in the broad-line region (BLR), one that is insensitive to microlensing (of size ≳50 lt-day and kinematics not confined to a plane) and another that shows up only when it is magnified by microlensing (of size of a few light-days, comparable to the accretion disk). Both regions can contribute in different proportions to the emission lines of different species and, within each line profile, to different velocity bins, all of which complicates detailed studies of the BLR based on microlensing size estimates. The strength of the microlensing indicates that some spectral features that make up the pseudo-continuum, such as the shelf-like feature at λ1610 or several Fe III blends, may in part arise from an inner region of the accretion disk. In the case of Fe II, microlensing is strong in some blends but not in others. This opens up interesting possibilities to study quasar accretion disk kinematics. Intrinsic variability seems to affect the same features prone to microlensing, with similar frequency and amplitude, but does not induce outstanding profile asymmetries. We measure intrinsic variability (≲20%) of the wings with respect to the cores in the C IV, C III], and Mg II lines consistent with reverberation mapping studies.

Design, fabrication, and characterization of multifunctional wings to harvest solar energy in flapping wing air vehicles

NASA Astrophysics Data System (ADS)

Perez-Rosado, Ariel; Gehlhar, Rachel D.; Nolen, Savannah; Gupta, Satyandra K.; Bruck, Hugh A.

2015-06-01

Currently, flapping wing unmanned aerial vehicles (a.k.a., ornithopters or robotic birds) sustain very short duration flight due to limited on-board energy storage capacity. Therefore, energy harvesting elements, such as flexible solar cells, need to be used as materials in critical components, such as wing structures, to increase operational performance. In this paper, we describe a layered fabrication method that was developed for realizing multifunctional composite wings for a unique robotic bird we developed, known as Robo Raven, by creating compliant wing structure from flexible solar cells. The deformed wing shape and aerodynamic lift/thrust loads were characterized throughout the flapping cycle to understand wing mechanics. A multifunctional performance analysis was developed to understand how integration of solar cells into the wings influences flight performance under two different operating conditions: (1) directly powering wings to increase operation time, and (2) recharging batteries to eliminate need for external charging sources. The experimental data is then used in the analysis to identify a performance index for assessing benefits of multifunctional compliant wing structures. The resulting platform, Robo Raven III, was the first demonstration of a robotic bird that flew using energy harvested from solar cells. We developed three different versions of the wing design to validate the multifunctional performance analysis. It was also determined that residual thrust correlated to shear deformation of the wing induced by torsional twist, while biaxial strain related to change in aerodynamic shape correlated to lift. It was also found that shear deformation of the solar cells induced changes in power output directly correlating to thrust generation associated with torsional deformation. Thus, it was determined that multifunctional solar cell wings may be capable of three functions: (1) lightweight and flexible structure to generate aerodynamic forces, (2

Atomic Data and Spectral Line Intensities for Ne III

NASA Technical Reports Server (NTRS)

Bhatia, A. K.; Thomas, R. J.; Landi, E.; Fisher, Richard R. (Technical Monitor)

2001-01-01

Electron impact collision strengths, energy levels, oscillator strengths and spontaneous radiative decay rates are calculated for Ne III. The configurations used are 2s(sup 2) 2p(sup 4),2s2p(sup 5),2s(sup 2) 2p(sup 3)3s, and 2s(sup 2)3p(sup 3)3d giving rise to 57 fine-structure levels in intermediate coupling. Collision strengths are calculated at five incident energies, 5, 10, 15, 20, and 25 Ry. Excitation rate coefficients are calculated by assuming a Maxwellian electron velocity distribution at an electron temperature of logT,(K)=5.0, corresponding to maximum abundance of Ne III. Using the excitation rate coefficients and the radiative transition rates, statistical equilibrium equations for level populations are solved at electron densities covering the range of 10(exp 8)-10(exp 14) per cubic centimeter. Relative spectral line intensities are calculated. Proton excitation rates between the lowest three levels have been included in the statistical equilibrium equations. The predicted Ne III line intensities are compared with SERTS rocket measurements of a solar active region and of a laboratory EUV light source.

IUE observations of Si and C lines and comparison with non-LTE models

NASA Technical Reports Server (NTRS)

Kamp, L. W.

1982-01-01

Classical model atmosphere techniques are applied to analyze IUE spectra, and to determine abundances, effective temperatures and gravities. Measurements of the equivalent widths and other properties of the line profiles of 24 photospheric lines of Si II, Si III, Si IV, C II, C III and C IV are presented in the range of 1175-1725 A for seven B and two O stars. Observed line profiles are compared with theoretical profiles computed using non-LTE theory and models, and using line-blanketed model atmospheres. Agreement is reasonably good, although strong lines are calculated to be systematically stronger than those observed, while the reverse occurs for weak lines, and empirical profiles have smaller wings than theoretical profiles. It is concluded that the present theory of line formation when used with solar abundances, represents fairly well observed UV photospheric lines of silicon and carbon ions in the atmospheres of main sequence stars of types B5-O9.

Non-linear unsteady wing theory, part 1. Quasi two-dimensional behavior: Airfoils and slender wings

NASA Technical Reports Server (NTRS)

Mccune, J. E.

1987-01-01

The initial phases of a study of the large-amplitude unsteady aerodynamics of wings in severe maneuver are reported. The research centers on vortex flows, their initiation at wing surfaces, their subsequent convection, and interaction dynamically with wings and control surfaces. The focus is on 2D and quasi-2D aspects of the problem and features the development of an exact nonlinear unsteady airfoil theory as well as an approach to the crossflow problem for slender wing applications including leading-edge separation. The effective use of interactive on-line computing in quantifying and visualizing the nonsteady effects of severe maneuver is demonstrated. Interactive computational work is now possible, in which a maneuver can be initiated and its effects observed and analyzed immediately.

Cell line with endogenous EGFRvIII expression is a suitable model for research and drug development purposes.

PubMed

Stec, Wojciech J; Rosiak, Kamila; Siejka, Paulina; Peciak, Joanna; Popeda, Marta; Banaszczyk, Mateusz; Pawlowska, Roza; Treda, Cezary; Hulas-Bigoszewska, Krystyna; Piaskowski, Sylwester; Stoczynska-Fidelus, Ewelina; Rieske, Piotr

2016-05-31

Glioblastoma is the most common and malignant brain tumor, characterized by high cellular heterogeneity. About 50% of glioblastomas are positive for EGFR amplification, half of which express accompanying EGFR mutation, encoding truncated and constitutively active receptor termed EGFRvIII. Currently, no cell models suitable for development of EGFRvIII-targeting drugs exist, while the available ones lack the intratumoral heterogeneity or extrachromosomal nature of EGFRvIII.The reports regarding the biology of EGFRvIII expressed in the stable cell lines are often contradictory in observations and conclusions. In the present study, we use DK-MG cell line carrying endogenous non-modified EGFRvIII amplicons and derive a sub-line that is near depleted of amplicons, whilst remaining identical on the chromosomal level. By direct comparison of the two lines, we demonstrate positive effects of EGFRvIII on cell invasiveness and populational growth as a result of elevated cell survival but not proliferation rate. Investigation of the PI3K/Akt indicated no differences between the lines, whilst NFκB pathway was over-active in the line strongly expressing EGFRvIII, finding further supported by the effects of NFκB pathway specific inhibitors. Taken together, these results confirm the important role of EGFRvIII in intrinsic and extrinsic regulation of tumor behavior. Moreover, the proposed models are stable, making them suitable for research purposes as well as drug development process utilizing high throughput approach.

Cell line with endogenous EGFRvIII expression is a suitable model for research and drug development purposes

PubMed Central

Stec, Wojciech J.; Rosiak, Kamila; Siejka, Paulina; Peciak, Joanna; Popeda, Marta; Banaszczyk, Mateusz; Pawlowska, Roza; Treda, Cezary; Hulas-Bigoszewska, Krystyna; Piaskowski, Sylwester; Stoczynska-Fidelus, Ewelina; Rieske, Piotr

2016-01-01

Glioblastoma is the most common and malignant brain tumor, characterized by high cellular heterogeneity. About 50% of glioblastomas are positive for EGFR amplification, half of which express accompanying EGFR mutation, encoding truncated and constitutively active receptor termed EGFRvIII. Currently, no cell models suitable for development of EGFRvIII-targeting drugs exist, while the available ones lack the intratumoral heterogeneity or extrachromosomal nature of EGFRvIII. The reports regarding the biology of EGFRvIII expressed in the stable cell lines are often contradictory in observations and conclusions. In the present study, we use DK-MG cell line carrying endogenous non-modified EGFRvIII amplicons and derive a sub-line that is near depleted of amplicons, whilst remaining identical on the chromosomal level. By direct comparison of the two lines, we demonstrate positive effects of EGFRvIII on cell invasiveness and populational growth as a result of elevated cell survival but not proliferation rate. Investigation of the PI3K/Akt indicated no differences between the lines, whilst NFκB pathway was over-active in the line strongly expressing EGFRvIII, finding further supported by the effects of NFκB pathway specific inhibitors. Taken together, these results confirm the important role of EGFRvIII in intrinsic and extrinsic regulation of tumor behavior. Moreover, the proposed models are stable, making them suitable for research purposes as well as drug development process utilizing high throughput approach. PMID:27004406

Nebular and auroral emission lines of [Cl iii] in the optical spectra of planetary nebulae

PubMed Central

Keenan, Francis P.; Aller, Lawrence H.; Ramsbottom, Catherine A.; Bell, Kenneth L.; Crawford, Fergal L.; Hyung, Siek

2000-01-01

Electron impact excitation rates in Cl III, recently determined with the R-matrix code, are used to calculate electron temperature (Te) and density (Ne) emission line ratios involving both the nebular (5517.7, 5537.9 Å) and auroral (8433.9, 8480.9, 8500.0 Å) transitions. A comparison of these results with observational data for a sample of planetary nebulae, obtained with the Hamilton Echelle Spectrograph on the 3-m Shane Telescope, reveals that the R1 = I(5518 Å)/I(5538 Å) intensity ratio provides estimates of Ne in excellent agreement with the values derived from other line ratios in the echelle spectra. This agreement indicates that R1 is a reliable density diagnostic for planetary nebulae, and it also provides observational support for the accuracy of the atomic data adopted in the line ratio calculations. However the [Cl iii] 8433.9 Å line is found to be frequently blended with a weak telluric emission feature, although in those instances when the [Cl iii] intensity may be reliably measured, it provides accurate determinations of Te when ratioed against the sum of the 5518 and 5538 Å line fluxes. Similarly, the 8500.0 Å line, previously believed to be free of contamination by the Earth's atmosphere, is also shown to be generally blended with a weak telluric emission feature. The [Cl iii] transition at 8480.9 Å is found to be blended with the He i 8480.7 Å line, except in planetary nebulae that show a relatively weak He i spectrum, where it also provides reliable estimates of Te when ratioed against the nebular lines. Finally, the diagnostic potential of the near-UV [Cl iii] lines at 3344 and 3354 Å is briefly discussed. PMID:10759562

Calculation of far wing of allowed spectra: The water continuum

NASA Technical Reports Server (NTRS)

Tipping, R. H.; Ma, Q.

1995-01-01

A far-wing line shape theory based on the binary collision and quasistatic approximations that is applicable for both the low- and high-frequency wings of allowed vibrational-rotational lines has been developed. This theory has been applied in order to calculate the frequency and temperature dependence of the continuous absorption coefficient for frequencies up to 10,000 cm(exp -1) for pure H2O and for H2O-N2 mixtures. The calculations are made assuming an interaction potential consisting of an isotropic Lennard-Jones part and the leading long-range anisotropic part, and utilizing the measured line strengths and transition frequencies. The results compare well with existing data, both in magnitude and in temperature dependence. This leads us to the conclusion that although dimer and collision-induced absorptions are present, the primary mechanism responsible for the observed water continuum is the far-wing absorption of allowed lines. Recent progress on near-wing corrections to the theory and validations with recent laboratory measurements are discussed briefly.

WINGS-SPE. III. Equivalent width measurements, spectral properties, and evolution of local cluster galaxies

NASA Astrophysics Data System (ADS)

Fritz, J.; Poggianti, B. M.; Cava, A.; Moretti, A.; Varela, J.; Bettoni, D.; Couch, W. J.; D'Onofrio D'Onofrio, M.; Dressler, A.; Fasano, G.; Kjærgaard, P.; Marziani, P.; Moles, M.; Omizzolo, A.

2014-06-01

Context. Cluster galaxies are the ideal sites to look at when studying the influence of the environment on the various aspects of the evolution of galaxies, such as the changes in their stellar content and morphological transformations. In the framework of wings, the WIde-field Nearby Galaxy-cluster Survey, we have obtained optical spectra for ~6000 galaxies selected in fields centred on 48 local (0.04 < z < 0.07) X-ray selected clusters to tackle these issues. Aims: By classifying the spectra based on given spectral lines, we investigate the frequency of the various spectral types as a function of both the clusters' properties and the galaxies' characteristics. In this way, using the same classification criteria adopted for studies at higher redshift, we can consistently compare the properties of the local cluster population to those of their more distant counterparts. Methods: We describe a method that we have developed to automatically measure the equivalent width of spectral lines in a robust way, even in spectra with a non optimal signal-to-noise ratio. This way, we can derive a spectral classification reflecting the stellar content, based on the presence and strength of the [Oii] and Hδ lines. Results: After a quality check, we are able to measure 4381 of the ~6000 originally observed spectra in the fields of 48 clusters, of which 2744 are spectroscopically confirmed cluster members. The spectral classification is then analysed as a function of galaxies' luminosity, stellar mass, morphology, local density, and host cluster's global properties and compared to higher redshift samples (MORPHS and EDisCS). The vast majority of galaxies in the local clusters population are passive objects, being also the most luminous and massive. At a magnitude limit of MV < -18, galaxies in a post-starburst phase represent only ~11% of the cluster population, and this fraction is reduced to ~5% at MV < -19.5, which compares to the 18% at the same magnitude limit for high

Tests of Nacelle-Propeller Combinations in Various Positions with Reference to Wings III : Clark Y Wing - Various Radial-engine Cowlings - Tractor Propeller

NASA Technical Reports Server (NTRS)

Wood, Donald H

1933-01-01

This report is the third of a series giving the results obtained in the 20-foot wind tunnel on the interference drag, and propulsive efficiency of nacelle-propeller-wing combinations. The first report gave the results of the tests of an NACA cowled air-cooled engine nacelle with tractor propeller located in 21 positions with reference to a thick wing. The second report gave the results for several engine cowlings and nacelles with tractor propeller located in four positions with reference to same wing. The present report gives results of tests of the same nacelles and cowlings in the same positions with reference to a smaller wing of Clark y section. The lift, drag, and propulsive efficiency were determined at several angles of attack for each cowling and in each nacelle location.

Computational wing optimization and comparisons with experiment for a semi-span wing model

NASA Technical Reports Server (NTRS)

Waggoner, E. G.; Haney, H. P.; Ballhaus, W. F.

1978-01-01

A computational wing optimization procedure was developed and verified by an experimental investigation of a semi-span variable camber wing model in the NASA Ames Research Center 14 foot transonic wind tunnel. The Bailey-Ballhaus transonic potential flow analysis and Woodward-Carmichael linear theory codes were linked to Vanderplaats constrained minimization routine to optimize model configurations at several subsonic and transonic design points. The 35 deg swept wing is characterized by multi-segmented leading and trailing edge flaps whose hinge lines are swept relative to the leading and trailing edges of the wing. By varying deflection angles of the flap segments, camber and twist distribution can be optimized for different design conditions. Results indicate that numerical optimization can be both an effective and efficient design tool. The optimized configurations had as good or better lift to drag ratios at the design points as the best designs previously tested during an extensive parametric study.

AST Composite Wing Program: Executive Summary

NASA Technical Reports Server (NTRS)

Karal, Michael

2001-01-01

The Boeing Company demonstrated the application of stitched/resin infused (S/RFI) composite materials on commercial transport aircraft primary wing structures under the Advanced Subsonic technology (AST) Composite Wing contract. This report describes a weight trade study utilizing a wing torque box design applicable to a 220-passenger commercial aircraft and was used to verify the weight savings a S/RFI structure would offer compared to an identical aluminum wing box design. This trade study was performed in the AST Composite Wing program, and the overall weight savings are reported. Previous program work involved the design of a S/RFI-base-line wing box structural test component and its associated testing hardware. This detail structural design effort which is known as the "semi-span" in this report, was completed under a previous NASA contract. The full-scale wing design was based on a configuration for a MD-90-40X airplane, and the objective of this structural test component was to demonstrate the maturity of the S/RFI technology through the evaluation of a full-scale wing box/fuselage section structural test. However, scope reductions of the AST Composite Wing Program pre-vented the fabrication and evaluation of this wing box structure. Results obtained from the weight trade study, the full-scale test component design effort, fabrication, design development testing, and full-scale testing of the semi-span wing box are reported.

First Detection of the [O(sub III)] 88 Micrometers Line at High Redshifts: Characterizing the Starburst and Narrow-Line Regions in Extreme Luminosity Systems

NASA Technical Reports Server (NTRS)

Ferkinhoff, C.; Hailey-Dunsheath, S.; Nikola, T.; Parshley, S. C.; Stacey, G. J.; Benford, D. J.; Staguhn, J. G.

2010-01-01

We have made the first detections of the 88 micrometers [O(sub III)] line from galaxies in the early universe, detecting the line from the lensed active galactic nucleus (AGN)/starburst composite systems APM 08279+5255 at z 3.911 and SMM J02399-0136 at z = 2.8076. The line is exceptionally bright from both systems, with apparent (lensed) luminosities approx.10(exp 11) Solar Luminosity, For APM 08279, the [O(sub III)] line flux can be modeled in a star formation paradigm, with the stellar radiation field dominated by stars with effective temperatures, T(sub eff) > 36,000 K, similar to the starburst found in M82. The model implies approx.35% of the total far-IR luminosity of the system is generated by the starburst, with the remainder arising from dust heated by the AGN. The 881,tm line can also be generated in the narrow-line region of the AGN if gas densities are around a few 1000 cu cm. For SMM J02399, the [O(sub III)] line likely arises from HII regions formed by hot (T(sub eff) > 40,000 K) young stars in a massive starburst that dominates the far-IR luminosity of the system. The present work demonstrates the utility of the [O(sub III)] line for characterizing starbursts and AGN within galaxies in the early universe. These are the first detections of this astrophysically important line from galaxies beyond a redshift of 0.05.s

Temperature Measurements in the Solar Transition Region Using N III Line Intensity Ratios

NASA Technical Reports Server (NTRS)

Doron, R.; Doschek, G. A.; Laming, J. M.; Feldman, U.; Bhatia, A. K.

2003-01-01

UV emission from B-like N and O ions a rather rare opportunity for recording spectral lines in a narrow wavelength range that can potentially be used to derive temperatures relevant to the solar transition region. In these ions, the line intensity ratios of the type (2s2p(sup 2) - 2p(sup 3)) / (2s(sup 2)2p - 2s2p(sup 2)) are very sensitive to the electron temperature. Additionally, the lines involving the ratios fall within a range of only - 12 A; in N III the lines fall in the 980 - 992 A range and in O IV in the 780 - 791 A range. In this work, we explore the use of these atomic systems, primarily in N III, for temperature diagnostics of the transition region by analyzing UV spectra obtained by the Solar Ultraviolet Measurements of Emitted Radiation (SUMER) spectrometer flown on the Solar and Heliospheric Observatory (SOHO). The N III temperature-sensitive line ratios are measured in more than 60 observations. Most of the measured ratios correspond to temperatures in the range 5.7x10(exp 4) - 6.7x10(exp 4) K. This range is considerably lower than the calculated temperature of maximum abundance of N III, which is approx. 7.6x10(exp 4) K. Detailed analysis of the spectra further indicates that the measured ratios are probably somewhat overestimated due to resonant scattering effects in the 2s(sup 2)2p - 2s2p(sup 2) lines and small blends in the 2s2p(sup 2) - 2p3 lines. Actual lower ratios would only increase the disagreement between the ionization balance calculations and present temperature measurements based on a collisional excitation model. In the case of the O IV spectra, we determined that due to the close proximity in wavelength of the weak line (2s2p(sup 2)-2p3 transitions) to a strong Ne VIII line, sufficiently accurate ratio measurements cannot be obtained. Subject headings: atomic data --- atomic processes --- Sun: transition region --- Sun: U V radiation --- techniques: spectroscopic

Observations of the Effect of Wing Appendages and Flaps on the Spread of Separation of Flow over the Wing

NASA Technical Reports Server (NTRS)

Hartwig, G

1941-01-01

The spread of the separation of flow on three tapered wings insymmetrical and unsymmetrical flow was observed with silk tufts. By equal thickness and chord distribution the wings manifested a different form of lifting line. The principal result of the study was that the wings alone first disclosed complete breakdown of the flow at the tips, even the one with twist, but that after adding fuselage and engine nacelles, the twisted wing broke down completely first in the wing center. The observed boundary layer motions transverse to the main flow direction were briefly explored as to their possible influence on the spread of the separation. On top of that certain disclosures were afforded in which the transverse motions observed in the boundary layer became perceptible even above the boundary layer.

Aeroelastic passive control optimization of supersonic composite wing with external stores

NASA Astrophysics Data System (ADS)

Sulaeman, E.; Abdullah, N. A.; Kashif, S. M.

2017-03-01

This paper provides a study on passive aeroelastic control optimization, by means of aeroelastic tailoring, of a composite supersonic wing equipped with external stores. The objective of the optimization is to minimize wing weight by considering the aeroelastic flutter and divergence instability speeds as constraints at several flight altitudes. The optimization variables are the composite ply angle and skin thickness of the wing box, wing rib and its control surfaces. The aeroelastic instability speed is set as constraint such that it should be higher than the flutter speed of a metallic base line model of supersonic wing having previously published. A finite element analysis is applied to determine the stiffness and mass matric of the wing and its multi stores. The boundary element method in the form of doublet lattice method is used to model the unsteady aerodynamic load. The results indicate that, for the present wing configuration, the high modulus Graphite/Epoxy composite provides a desired higher flutter speed and lower wing weight compare to that of Kevlar/Epoxy composite as well as the base line metallic wing materials. The aeroelastic boundary thus can be enlarged to higher speed zone and in the same time reduce the structural weight which is important for a further optimization process.

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.

Atomic Data and Spectral Line Intensities for Ne III

NASA Technical Reports Server (NTRS)

Bhatia, A. K.; Thomas, R. J.; Landi, E.; Fisher, Richard R. (Technical Monitor)

2002-01-01

A number of satellites and rockets have been launched to observe radiation from the Sun and other astrophysical objects. Line radiation is emitted when the electron impact excited levels decay to the lower levels by photon emission. From this radiation, the physical parameters such as electron temperature and density of the astrophysical plasma, elemental abundance, and opacity can be inferred. Ne III lines have been observed in H II regions, Ne-rich filaments in supernovae, and planetary nebulae. The allowed line at 489.50 Angstroms due to the transition 2s(sup 2) 2p(sup 5) (sup 3) P2 (goes to) 2s(sup 2)2p(sup 4)(sup 3)P2 has been identified in the solar spectrum by Vernazza and Reeves using Skylab observations. Other Ne III lines in the solar EUV spectrum have been reported by Thomas and Neupert based on observations from the Solar EUV Rocket Telescope and Spectrograph (SERTS) instrument. Atomic data for Ne III have been calculated by using a set of programs developed at, University College, London. The Superstructure and Distorted Wave (DW) programs have been updated over the years. In the Superstructure program, configuration interaction can be taken into account and radial functions are calculated in a modified Thomas-Fermi-Amaldi potential. This is a statistical potential and depends on parameters lambda 1 which are determined by optimizing the weighted sum of term energies. They are found to be lambda(sub 0)=1.2467, lambda(sub 1)=1.1617, and lambda(sub 2)=1.0663. The relativistic corrections are included by using the Breit-Pauli Hamiltonian as a perturbation to the nonrelativistic Hamiltonian. The same potential is used to calculate reactance matrices in the DW approximation in LS coupling. Collision strengths in intermediate coupling are obtained by using term coupling coefficients obtained from the Superstructure program. In this calculation, the configurations used are 2s(sup 2)2p(sup 4), 2s2p(sup 5), 2s(sup 2)2p(sup 3)3s, 2s(sup 2)p(sup 3)3d giving rise

The Aerodynamics of Deforming Wings at Low Reynolds Number

NASA Astrophysics Data System (ADS)

Medina, Albert

Flapping flight has gained much attention in the past decade driven by the desire to understand capabilities observed in nature and the desire to develop agile small-scale aerial vehicles. Advancing our current understanding of unsteady aerodynamics is an essential component in the development of micro-air vehicles (MAV) intended to utilize flight mechanics akin to insect flight. Thus the efforts undertaken that of bio-mimicry. The complexities of insect wing motion are dissected and simplified to more tractable problems to elucidate the fundamentals of unsteady aerodynamics in biologically inspired kinematics. The MAV's fruition would satisfy long established needs in both the military and civilian sectors. Although recent studies have provided great insight into the lift generating mechanisms of flapping wings the deflection response of such wings remains poorly understood. This dissertation numerically and experimentally investigates the aerodynamic performance of passively and actively deflected wings in hover and rotary kinematics. Flexibility is distilled to discrete lines of flexion which acknowledging major flexion lines in insect wings to be the primary avenue for deformation. Of primary concern is the development of the leading-edge vortex (LEV), a high circulation region of low pressure above the wing to which much of the wing's lift generation is attributed. Two-dimensional simulations of wings with chord-wise flexibility in a freestream reveal a lift generating mechanism unavailable to rigid wings with origins in vortical symmetry breaking. The inclusion of flexibility in translating wings accelerated from rest revealed the formation time of the initial LEV was very weakly dependent on the flexible stiffness of the wing, maintaining a universal time scale of four to five chords of travel before shedding. The frequency of oscillatory shedding of the leading and trailing-edge vortices that develops after the initial vortex shedding was shown to be

Low noise wing slat system with rigid cove-filled slat

NASA Technical Reports Server (NTRS)

Shmilovich, Arvin (Inventor); Yadlin, Yoram (Inventor)

2013-01-01

Concepts and technologies described herein provide for a low noise aircraft wing slat system. According to one aspect of the disclosure provided herein, a cove-filled wing slat is used in conjunction with a moveable panel rotatably attached to the wing slat to provide a high lift system. The moveable panel rotates upward against the rear surface of the slat during deployment of the slat, and rotates downward to bridge a gap width between the stowed slat and the lower wing surface, completing the continuous outer mold line shape of the wing, when the cove-filled slat is retracted to the stowed position.

Supercritical Wing Technology: A Progress Report on Flight Evaluations

NASA Technical Reports Server (NTRS)

1972-01-01

The papers in this compilation were presented at the NASA Symposium on "Supercritical Wing Technology: A Progress Report on Flight Evaluation" held at the NASA Flight Research Center, Edwards, Calif., on February 29, 1972. The purpose of the symposium was to present timely information on flight results obtained with the F-8 and T-2C supercritical wing configurations, discuss comparisons with wind-tunnel predictions, and project [ ] flight programs planned for the F-8 and F-III (TACT) airplanes.

Chordwise and compressibility corrections to slender-wing theory

NASA Technical Reports Server (NTRS)

Lomax, Harvard; Sluder, Loma

1952-01-01

Corrections to slender-wing theory are obtained by assuming a spanwise distribution of loading and determining the chordwise variation which satisfies the appropriate integral equation. Such integral equations are set up in terms of the given vertical induced velocity on the center line or, depending on the type of wing plan form, its average value across the span at a given chord station. The chordwise distribution is then obtained by solving these integral equations. Results are shown for flat-plate rectangular, and triangular wings.

Drag Prediction for the DLR-F6 Wing/Body and DPW Wing using CFL3D and OVERFLOW Overset Mesh

NASA Technical Reports Server (NTRS)

Sclanfani, Anthony J.; Vassberg, John C.; Harrison, Neal A.; DeHaan, Mark A.; Rumsey, Christopher L.; Rivers, S. Melissa; Morrison, Joseph H.

2007-01-01

A series of overset grids was generated in response to the 3rd AIAA CFD Drag Prediction Workshop (DPW-III) which preceded the 25th Applied Aerodynamics Conference in June 2006. DPW-III focused on accurate drag prediction for wing/body and wing-alone configurations. The grid series built for each configuration consists of a coarse, medium, fine, and extra-fine mesh. The medium mesh is first constructed using the current state of best practices for overset grid generation. The medium mesh is then coarsened and enhanced by applying a factor of 1.5 to each (I,J,K) dimension. The resulting set of parametrically equivalent grids increase in size by a factor of roughly 3.5 from one level to the next denser level. CFD simulations were performed on the overset grids using two different RANS flow solvers: CFL3D and OVERFLOW. The results were post-processed using Richardson extrapolation to approximate grid converged values of lift, drag, pitching moment, and angle-of-attack at the design condition. This technique appears to work well if the solution does not contain large regions of separated flow (similar to that seen n the DLR-F6 results) and appropriate grid densities are selected. The extra-fine grid data helped to establish asymptotic grid convergence for both the OVERFLOW FX2B wing/body results and the OVERFLOW DPW-W1/W2 wing-alone results. More CFL3D data is needed to establish grid convergence trends. The medium grid was utilized beyond the grid convergence study by running each configuration at several angles-of-attack so drag polars and lift/pitching moment curves could be evaluated. The alpha sweep results are used to compare data across configurations as well as across flow solvers. With the exception of the wing/body drag polar, the two codes compare well qualitatively showing consistent incremental trends and similar wing pressure comparisons.

Stability and Control Characteristics of a Complete Airplane Model Having a Wing with Quarter-chord Line Swept Back 40 Degrees, Aspect Ratio 2.50, and Taper Ratio 0.42

NASA Technical Reports Server (NTRS)

Schulderfrei, Marvin; Comisarow, Paul; Goodson, Kenneth W

1951-01-01

An investigation has been made of a complete airplane model having a wing with the quarter-chord line swept back 40 degrees, aspect ratio 2.50, and taper ratio 0.42 to determine its low-speed stability and control characteristics. The longitudinal stability investigation included stabilizer and tail-off tests with different wing dihedral angles (Gamma = 0 degrees and Gamma = -10 degrees) over an angle-of-attack range for the cruising and landing configurations and tests. with a high horizontal-tail location (Gamma = -10 degrees) for the cruising configuration. Tests were made of the wing alone and to determine the effect of wing end plates in pitch. Lateral stability characteristics were determined for the airplane with different geometric wing dihedrals, with end plates, and with several dorsal modifications. Tests were made with ailerons and spoilers to determine control characteristics.

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.

Nitrogen line spectroscopy in O-stars. III. The earliest O-stars

NASA Astrophysics Data System (ADS)

Rivero González, J. G.; Puls, J.; Massey, P.; Najarro, F.

2012-07-01

Context. The classification scheme proposed by Walborn et al. (2002, AJ, 123, 2754), based primarily on the relative strengths of the N ivλ4058 and N iiiλ4640 emission lines, has been used in a variety of studies to spectroscopically classify early O-type stars. Owing to the lack of a solid theoretical basis, this scheme has not yet been universally accepted though. Aims: We provide first theoretical predictions for the N ivλ4058/N iiiλ4640 emission line ratio in dependence of various parameters, and confront these predictions with results from the analysis of a sample of early-type LMC/SMC O-stars. Methods: Stellar and wind parameters of our sample stars are determined by line profile fitting of hydrogen, helium and nitrogen lines, exploiting the helium and nitrogen ionization balance. Corresponding synthetic spectra are calculated by means of the NLTE atmosphere/spectrum synthesis code fastwind. Results: Though there is a monotonic relationship between the N iv/N iii emission line ratio and the effective temperature, all other parameters being equal, theoretical predictions indicate additional dependencies on surface gravity, mass-loss, metallicity, and, particularly, nitrogen abundance. For a given line ratio (i.e., spectral type), more enriched objects should be typically hotter. These basic predictions are confirmed by results from the alternative model atmosphere code cmfgen. The effective temperatures for the earliest O-stars, inferred from the nitrogen ionization balance, are partly considerably hotter than indicated by previous studies. Consistent with earlier results, effective temperatures increase from supergiants to dwarfs for all spectral types in the LMC. The relation between observed N ivλ4058/N iiiλ4640 emission line ratio and effective temperature, for a given luminosity class, turned out to be quite monotonic for our sample stars, and to be fairly consistent with our model predictions. The scatter within a spectral sub-type is mainly

Recent developments in rotary-wing aerodynamic theory

NASA Technical Reports Server (NTRS)

Johnson, W.

1986-01-01

Current progress in the computational analysis of rotary-wing flowfields is surveyed, and some typical results are presented in graphs. Topics examined include potential theory, rotating coordinate systems, lifting-surface theory (moving singularity, fixed wing, and rotary wing), panel methods (surface singularity representations, integral equations, and compressible flows), transonic theory (the small-disturbance equation), wake analysis (hovering rotor-wake models and transonic blade-vortex interaction), limitations on computational aerodynamics, and viscous-flow methods (dynamic-stall theories and lifting-line theory). It is suggested that the present algorithms and advanced computers make it possible to begin working toward the ultimate goal of turbulent Navier-Stokes calculations for an entire rotorcraft.

Probing the Broad-Line Region and the Accretion Disk in the Lensed Quasars HE 0435-1223, WFI 2033-4723, and HE 2149-2745 Using Gravitational Microlensing

NASA Astrophysics Data System (ADS)

Motta, V.; Mediavilla, E.; Rojas, K.; Falco, E. E.; Jiménez-Vicente, J.; Muñoz, J. A.

2017-02-01

We use single-epoch spectroscopy of three gravitationally lensed quasars, HE 0435-1223, WFI 2033-4723, and HE 2149-2745, to study their inner structure (broad-line region [BLR] and continuum source). We detect microlensing-induced magnification in the wings of the broad emission lines of two of the systems (HE 0435-1223 and WFI 2033-4723). In the case of WFI 2033-4723, microlensing affects two “bumps” in the spectra that are almost symmetrically arranged on the blue (coincident with an Al III emission line) and red wings of C III]. These match the typical double-peaked profile that follows from disk kinematics. The presence of microlensing in the wings of the emission lines indicates the existence of two different regions in the BLR: a relatively small one with kinematics possibly related to an accretion disk, and another one that is substantially more extended and insensitive to microlensing. There is good agreement between the estimated size of the region affected by microlensing in the emission lines, {r}s={10}-7+15\\sqrt{M/{M}⊙ } lt-day (red wing of C IV in HE 0435-1223) and {r}s={11}-7+28\\sqrt{M/{M}⊙ } lt-day (C III] bumps in WFI 2033-4723), and the sizes inferred from the continuum emission, {r}s={13}-4+5\\sqrt{M/{M}⊙ } lt-day (HE 0435-1223) and {r}s={10}-2+3\\sqrt{M/{M}⊙ } lt-day (WFI 2033-4723). For HE 2149-2745 we measure an accretion disk size {r}s={8}-5+11\\sqrt{M/{M}⊙ } lt-day. The estimates of p, the exponent of the size versus wavelength ({r}s\\propto {λ }p), are 1.2 ± 0.6, 0.8 ± 0.2, and 0.4 ± 0.3 for HE 0435-1223, WFI 2033-4723, and HE 2149-2745, respectively. In conclusion, the continuum microlensing amplitude in the three quasars and chromaticity in WFI 2033-4723 and HE 2149-2745 are below expectations for the thin-disk model. The disks are larger and their temperature gradients are flatter than predicted by this model.

Aerodynamics of wings at low Reynolds numbers: Boundary layer separation and reattachment

NASA Astrophysics Data System (ADS)

McArthur, John

Due to advances in electronics technology, it is now possible to build small scale flying and swimming vehicles. These vehicles will have size and velocity scales similar to small birds and fish, and their characteristic Reynolds number will be between 104 and 105. Currently, these flying and swimming vehicles do not perform well, and very little research has been done to characterize them, or to explain why they perform so poorly. This dissertation documents three basic investigations into the performance of small scale lifting surfaces, with Reynolds numbers near 104. Part I. Low Reynolds number aerodynamics. Three airfoil shapes were studied at Reynolds numbers of 1 and 2x104: a flat plate airfoil, a circular arc cambered airfoil, and the Eppler 387 airfoil. Lift and drag force measurements were made on both 2D and 3D conditions, with the 3D wings having an aspect ratio of 6, and the 2D condition being approximated by placing end plates at the wing tips. Comparisons to the limited number of previous measurements show adequate agreement. Previous studies have been inconclusive on whether lifting line theory can be applied to this range of Re, but this study shows that lifting line theory can be applied when there are no sudden changes in the slope of the force curves. This is highly dependent on the airfoil shape of the wing, and explains why previous studies have been inconclusive. Part II. The laminar separation bubble. The Eppler 387 airfoil was studied at two higher Reynolds numbers: 3 and 6x10 4. Previous studies at a Reynolds number of 6x104 had shown this airfoil experiences a drag increase at moderate lift, and a subsequent drag decrease at high lift. Previous studies suggested that the drag increase is caused by a laminar separation bubble, but the experiments used to show this were conducted at higher Reynolds numbers and extrapolated down. Force measurements were combined with flow field measurements at Reynolds numbers 3 and 6x104 to determine whether

Many P-element insertions affect wing shape in Drosophila melanogaster.

PubMed

Weber, Kenneth; Johnson, Nancy; Champlin, David; Patty, April

2005-03-01

A screen of random, autosomal, homozygous-viable P-element insertions in D. melanogaster found small effects on wing shape in 11 of 50 lines. The effects were due to single insertions and remained stable and significant for over 5 years, in repeated, high-resolution measurements. All 11 insertions were within or near protein-coding transcription units, none of which were previously known to affect wing shape. Many sites in the genome can affect wing shape.

Are Narrow Line Seyfert 1 Galaxies Viewed Pole-on?

DTIC Science & Technology

2011-04-01

0.2’’ respectively. Figure 1 displays the position of each slit over a Barbosa et al. (2009) GMOS IFU image of the [S III] flux (which originates...C. Winge, H. Schmitt: Gemini/ GMOS IFU gas velocity ’tomography’ of the narrow line region of nearby active galaxies, MNRAS, 396 (2009) 2. [2] D...1995) 81. 4 P o S ( N L S 1 ) 0 5 0 Are NLS1s Pole-on? Travis C. Fischer 5 Figure 1: NGC 4051 GMOS IFU image showing integrated [SIII] flux

Computer program for calculating supersonic flow on the windward side conical delta wings by the method of lines

NASA Technical Reports Server (NTRS)

Klunker, E. B.; South, J. C., Jr.; Davis, R. M.

1972-01-01

A user's manual is presented for a program that calculates the supersonic flow on the windward side of conical delta wings with shock attached at the sharp leading edge by the method of lines. The program also has a limited capability for computing the flow about circular and elliptic cones at incidence. It provides information including the shock shape, flow field, isentropic surface-flow properties, and force coefficients. A description of the program operation, a sample computation, and a FORTRAN 4 program listing are included.

Study of lee-side flows over conically cambered Delta wings at supersonic speeds, part 2

NASA Technical Reports Server (NTRS)

Wood, Richard M.; Watson, Carolyn B.

1987-01-01

An experimental investigation was performed in which surface pressure data, flow visualization data, and force and moment data were obtained on four conical delta wing models which differed in leading edge camber only. Wing leading edge camber was achieved through a deflection of the outboard 30% of the local wing semispan of a reference 75 deg swept flat delta wing. The four wing models have leading edge deflection angles delta sub F of 0, 5, 10, and 15 deg measured streamwise. Data for the wings with delta sub F = 10 and 15 deg showed that hinge line separation dominated the lee-side wing loading and prohibited the development of leading edge separation on the deflected portion of wing leading edge. However, data for the wing with delta sub F = 5 deg showed that at an angle of attack of 5 deg, a vortex was positioned on the deflected leading edge with reattachment at the hinge line. Flow visualization results were presented which detail the influence of Mach number, angle of attack, and camber on the lee-side flow characteristics of conically cambered delta wings. Analysis of photographic data identified the existence of 12 distinctive lee-side flow types.

Many P-Element Insertions Affect Wing Shape in Drosophila melanogaster

PubMed Central

Weber, Kenneth; Johnson, Nancy; Champlin, David; Patty, April

2005-01-01

A screen of random, autosomal, homozygous-viable P-element insertions in D. melanogaster found small effects on wing shape in 11 of 50 lines. The effects were due to single insertions and remained stable and significant for over 5 years, in repeated, high-resolution measurements. All 11 insertions were within or near protein-coding transcription units, none of which were previously known to affect wing shape. Many sites in the genome can affect wing shape. PMID:15545659

Broad Low-Intensity Wings in the Emission-Line Profiles of Four Wolf-Rayet Galaxies

NASA Astrophysics Data System (ADS)

Méndez, David I.; Esteban, César

1997-10-01

High-resolution spectroscopic observations have been obtained for the Wolf-Rayet galaxies He 2-10, II Zw 40, POX 4, and Tol 35. Several subregions have been selected in each slit position in order to investigate possible spatial variations in the line profiles, radial velocities, and ionization conditions of the gas. The most remarkable feature of the spectra is the presence of asymmetric broad low-intensity wings in the profiles of the brightest emission lines. These spectral features are detected farther out from the star-forming knots, showing linear dimensions between 300 pc and 4.1 kpc. The maximum expansion velocity measured for this gas is between 120 and 340 km s-1 and appears to be quite constant along the slit for all the objects. Additional general properties of the spectra are (1) the quoted emission-line ratios are similar in the narrow and broad components, (2) no systematic differences of the behavior of the broad and narrow components have been found along the major and minor axis of the galaxies, and (3) the spatial distribution of the ionized gas is peaked centrally. Different mechanisms capable of producing the observed broad spectral features are discussed: cloud-cloud collisions in virialized gas, ``academic'' superbubbles, champagne flows, and superbubble blowout. It is concluded that superbubble blowout expanding over a cloudy medium can explain the observational properties in a reasonable manner.

Broad [C II] Line Wings as Tracer of Molecular and Multi-phase Outflows in Infrared Bright Galaxies

NASA Astrophysics Data System (ADS)

Janssen, A. W.; Christopher, N.; Sturm, E.; Veilleux, S.; Contursi, A.; González-Alfonso, E.; Fischer, J.; Davies, R.; Verma, A.; Graciá-Carpio, J.; Genzel, R.; Lutz, D.; Sternberg, A.; Tacconi, L.; Burtscher, L.; Poglitsch, A.

2016-05-01

We report a tentative correlation between the outflow characteristics derived from OH absorption at 119 μm and [C II] emission at 158 μm in a sample of 22 local and bright ultraluminous infrared galaxies (ULIRGs). For this sample, we investigate whether [C II] broad wings are a good tracer of molecular outflows, and how the two tracers are connected. Fourteen objects in our sample have a broad wing component as traced by [C II], and all of these also show OH119 absorption indicative of an outflow (in one case an inflow). The other eight cases, where no broad [C II] component was found, are predominantly objects with no OH outflow or a low-velocity (≤100 km s-1) OH outflow. The FWHM of the broad [C II] component shows a trend with the OH119 blueshifted velocity, although with significant scatter. Moreover, and despite large uncertainties, the outflow masses derived from OH and broad [C II] show a 1:1 relation. The main conclusion is therefore that broad [C II] wings can be used to trace molecular outflows. This may be particularly relevant at high redshift, where the usual tracers of molecular gas (like low-J CO lines) become hard to observe. Additionally, observations of blueshifted Na I D λλ 5890, 5896 absorption are available for 10 of our sources. Outflow velocities of Na I D show a trend with OH velocity and broad [C II] FWHM. These observations suggest that the atomic and molecular gas phases of the outflow are connected.

Inflatable wing

DOEpatents

Priddy, Tommy G.

1988-01-01

An inflatable wing is formed from a pair of tapered, conical inflatable tubes in bonded tangential contact with each other. The tubes are further connected together by means of top and bottom reinforcement boards having corresponding longitudinal edges lying in the same central diametral plane passing through the associated tube. The reinforcement boards are made of a stiff reinforcement material, such as Kevlar, collapsible in a direction parallel to the spanwise wing axis upon deflation of the tubes. The stiff reinforcement material cooperates with the inflated tubes to impart structural I-beam characteristics to the composite structure for transferring inflation pressure-induced tensile stress from the tubes to the reinforcement boards. A plurality of rigid hoops shaped to provide airfoil definition are spaced from each other along the spanwise axis and are connected to the top and bottom reinforcement boards. Tension lines are employed for stabilizing the hoops along the trailing and leading edges thereof.

Applications of Displacement Transfer Functions to Deformed Shape Predictions of the GIII Swept-Wing Structure

NASA Technical Reports Server (NTRS)

Lung, Shun-Fat; Ko, William L.

2016-01-01

The displacement transfer functions (DTFs) were applied to the GIII swept wing for the deformed shape prediction. The calculated deformed shapes are very close to the correlated finite element results as well as the measured data. The convergence study showed that using 17 strain stations, the wing-tip displacement prediction error was 1.6 percent, and that there is no need to use a large number of strain stations for G-III wing shape predictions.

Electron impact excitation of NeIII intercombination lines

NASA Astrophysics Data System (ADS)

Daw, Adrian; McLaughlin, Brendan M.; Bell, Kenneth L.

2000-06-01

Observations on the spectra of doubly ionized neon (NeIII) have been recently recorded below 25O Å(A. E. Livington, R. Buttner, A. S. Zacarias, B. Kraus, K-H Schartner, F. Folkmann and P. H. Mokler, J. Opt. Soc. Am. B 14) 522-525 (1997).. This work together with previous studies give line intensies which may be used as density diagnostics but required accurate collision strengths and transition probabilities for their interpretation. Recent studies on electron collisions with NeIII ions using the R-matrix approach (B. M. McLaughlin and K. L. Bell, J. Phys. B. 33), 597 (2000). for Δ n=0 transitions, illustrated the importance of including n=3 and 4 levels in the calculations compared to previous work. (K. Butler and C. Mendoza, Mon. Not. R. Astr. Soc. 208), 17 (1984). Particular emphasis is now placed on transitions to the intercombination 2s^22p^3[^4S^o]3s ^3,5S^o levels and to the other n=3 levels where comparison can be made with previous distorted-wave work. The calculations of fine-structure transitions by electron impact, to and within these multiplets of NeIII provide much needed accurate data for astrophysical models. Further details and a comprehensive set of results will be presented at the meeting.

The oscillating wing with aerodynamically balanced elevator

NASA Technical Reports Server (NTRS)

Kussner, H G; Schwartz, I

1941-01-01

The two-dimensional problem of the oscillating wing with aerodynamically balanced elevator is treated in the manner that the wing is replaced by a plate with bends and stages and the airfoil section by a mean line consisting of one or more straights. The computed formulas and tables permit, on these premises, the prediction of the pressure distribution and of the aerodynamic reactions of oscillating elevators and tabs with any position of elevator hinge in respect to elevator leading edge.

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.

The Effects of Streamwise-Deflected Wing Tips on the Aerodynamic Characteristics of an Aspect Ratio-2 Triangular Wing, Body, and Tail Combination

NASA Technical Reports Server (NTRS)

Peterson, Victor L.

1959-01-01

An investigation has been conducted on a triangular wing and body combination to determine the effects on the aerodynamic characteristics resulting from deflecting portions of the wing near the tips 900 to the wing surface about streamwise hinge lines. Experimental data were obtained for Mach numbers of 0.70, 1.30, 1.70, and 2.22 and for angles of attack ranging from -5 deg to +18 deg at sideslip angles of 0 deg and 5 deg. The results showed that the aerodynamic center shift experienced by the triangular wing and body combination as the Mach number was increased from subsonic to supersonic could be reduced by about 40 percent by deflecting the outboard 4 percent of the total area of each wing panel. Deflection about the same hinge line of additional inboard surfaces consisting of 2 percent of the total area of each wing panel resulted in a further reduction of the aerodynamic center travel of 10 percent. The resulting reductions in the stability were accompanied by increases in the drag due to lift and, for the case of the configuration with all surfaces deflected, in the minimum drag. The combined effects of reduced stability and increased drag of the untrimmed configuration on the trimmed lift-drag ratios were estimated from an analysis of the cases in which the wing-body combination with or without tips deflected was assumed to be controlled by a canard. The configurations with deflected surfaces had higher trimmed lift-drag ratios than the model with undeflected surfaces at Mach numbers up to about 1.70. Deflecting either the outboard surfaces or all of the surfaces caused the directional stability to be increased by increments that were approximately constant with increasing angle of attack at each Mach number. The effective dihedral was decreased at all angles of attack and Mach numbers when the surfaces were deflected.

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

NASA Technical Reports Server (NTRS)

Lissaman, P. B. S.

1973-01-01

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

SAGE III Educational Outreach and Student's On-Line Atmospheric Research

NASA Astrophysics Data System (ADS)

Woods, D. C.; Moore, S. W.; Walters, S. C.

2002-05-01

Students On-Line Atmospheric Research (SOLAR) is a NASA-sponsored educational outreach program aimed at raising the level of interest in science among elementary, middle, and high school students. SOLAR is supported by, and closely linked to, NASA's Stratospheric Aerosol and Gas Experiment III (SAGE III). SAGE III, launched on a Russian METEOR 3M spacecraft in December 2001, is a key component of NASA's Earth Observing System. It will monitor the quantity and distribution of aerosols, ozone, clouds, and other important trace gases in the upper atmosphere. Early data from SAGE III indicate that the instrument is performing as expected. SAGE III measurements will extend the long-term data record established by its predecessors, SAGE I and SAGE II, which spans from 1979 to the present. In addition, SAGE III's added measurement capabilities will provide more detailed data on certain atmospheric species. SOLAR selects interesting topics related to the science issues addressed by the SAGE III experiments, and develops educational materials and projects to enhance science teaching, and to help students realize the relevance of these issues to our lives on Earth. For example, SOLAR highlights some of the major questions regarding the health of the atmosphere such as possible influences of aerosols on global climate, and atmospheric processes related to ozone depletion. The program features projects to give students hands-on experience with scientific equipment and help develop skills in collecting, analyzing, and reporting science results. SOLAR focuses on helping teachers become familiar with current research in the atmospheric sciences, helping teachers integrate SOLAR developed educational materials into their curriculum. SOLAR gives special presentations at national and regional science teacher conferences and conducts a summer teacher workshop at the NASA Langley Research Center. This poster will highlight some of the key features of the SOLAR program and will present

Wing on a String

ERIC Educational Resources Information Center

Fitzgerald, Mike; Brand, Lance

2004-01-01

In this article, the authors present an activity that shows students how flight occurs. The "wing on a string" is a simple teacher-made frame that consists of PVC pipe, fishing line, and rubber bands--all readily available hardware store items. The only other materials/tools involved are a sheet of paper, some pieces of a soda straw, a stapler,…

Emission Line Properties of Seyfert Galaxies in the 12 μm Sample

NASA Astrophysics Data System (ADS)

Malkan, Matthew A.; Jensen, Lisbeth D.; Rodriguez, David R.; Spinoglio, Luigi; Rush, Brian

2017-09-01

We present optical and ultraviolet spectroscopic measurements of the emission lines of 81 Seyfert 1 and 104 Seyfert 2 galaxies that comprise nearly all of the IRAS 12 μm AGN sample. We have analyzed the emission-line luminosity functions, reddening, and other diagnostics. For example, the narrow-line regions (NLR) of Seyfert 1 and 2 galaxies do not significantly differ from each other in most of these diagnostics. Combining the Hα/Hβ ratio with a new reddening indicator—the [S II]6720/[O II]3727 ratio—we find the average E(B-V) is 0.49 ± 0.35 for type 1 and 0.52 ± 0.26 for type 2 Seyferts. The NLR of Sy 1s has an ionization level insignificantly higher than that of Sy 2s. For the broad-line region (BLR), we find that the C IV equivalent width correlates more strongly with [O III]/Hβ than with UV luminosity. Our bright sample of local active galaxies includes 22 Seyfert nuclei with extremely weak broad wings in Hα, known as Seyfert 1.9s and 1.8s, depending on whether or not broad Hβ wings are detected. Aside from these weak broad lines, our low-luminosity Seyferts are more similar to the Sy 2s than to Sy 1s. In a BPT diagram, we find that Sy 1.8s and 1.9s overlap the region occupied by Sy 2s. We compare our results on optical emission lines with those obtained by previous investigators, using AGN subsamples from the Sloan Digital Sky Survey. The luminosity functions of forbidden emission lines [O II]λ3727 Å, [O III]λ5007 Å, and [S II]λ6720 Å in Sy 1s and Sy 2s are indistinguishable. They all show strong downward curvature. Unlike the LFs of Seyfert galaxies measured by the Sloan Digital Sky Survey, ours are nearly flat at low luminosities. The larger number of faint Sloan “AGN” is attributable to their inclusion of weakly emitting LINERs and H II+AGN “composite” nuclei, which do not meet our spectral classification criteria for Seyferts. In an Appendix, we have investigated which emission line luminosities can provide the most reliable

View east, showing Northwest Wing (Wing 5), west wall of ...

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

View east, showing Northwest Wing (Wing 5), west wall of the North Wing (Wing 2) and rear elevations of the facade and its flanking wings (Wings 1 and 2) - Hospital for Sick Children, 1731 Bunker Hill Road, Northeast, Washington, District of Columbia, DC

Unsteady aerodynamics of membrane wings with adaptive compliance

NASA Astrophysics Data System (ADS)

Kiser, Jillian; Breuer, Kenneth

2016-11-01

Membrane wings are known to provide superior aerodynamic performance at low Reynolds numbers (Re =104 -105), primarily due to passive shape adaptation to flow conditions. In addition to this passive deformation, active control of the fluid-structure interaction and resultant aerodynamic properties can be achieved through the use of dielectric elastomer actuators as the wing membrane material. When actuated, membrane pretension is decreased and wing camber increases. Additionally, actuation at resonance frequencies allows additional control over wing camber. We present results using synchronized (i) time-resolved particle image velocimetry (PIV) to resolve the flow field, (ii) 3D direct linear transformation (DLT) to recover membrane shape, (iii) lift/drag/torque measurements and (iv) near-wake hot wire anemometry measurements to characterize the fluid-structure interactions. Particular attention is paid to cases in which the vortex shedding frequency, the membrane resonance, and the actuation frequency coincide. In quantitatively examining both flow field and membrane shape at a range of actuation frequencies and vortex shedding frequencies, this work seeks to find actuation parameters that allow for active control of boundary layer separation over a range of flow conditions. Also at Naval Undersea Warfare Center, Division Newport.

Applications of Ko Displacement Theory to the Deformed Shape Predictions of the Doubly-Tapered Ikhana Wing

NASA Technical Reports Server (NTRS)

Ko, William L.; Richards, W. Lance; Fleischer, Van Tran

2009-01-01

The Ko displacement theory, formulated for weak nonuniform (slowly changing cross sections) cantilever beams, was applied to the deformed shape analysis of the doubly-tapered wings of the Ikhana unmanned aircraft. The two-line strain-sensing system (along the wingspan) was used for sensing the bending strains needed for the wing-deformed shapes (deflections and cross-sectional twist) analysis. The deflection equation for each strain-sensing line was expressed in terms of the bending strains evaluated at multiple numbers of strain-sensing stations equally spaced along the strain-sensing line. For the preflight shape analysis of the Ikhana wing, the strain data needed for input to the displacement equations for the shape analysis were obtained from the nodal-stress output of the finite-element analysis. The wing deflections and cross-sectional twist angles calculated from the displacement equations were then compared with those computed from the finite-element computer program. The Ko displacement theory formulated for weak nonlinear cantilever beams was found to be highly accurate in the deformed shape predictions of the doubly-tapered Ikhana wing.

Spectrophotometry near the atmospheric cutoff of the strongest Bowen resonance fluorescence lines of O III in two planetary nebulae

NASA Technical Reports Server (NTRS)

O'Dell, C. R.; Opal, Chet B.

1989-01-01

Spectrophotometric results are presented for the stronger, well-resolved Bowen O III resonance fluorescence emission lines in the planetary nebulae 7027 and NGC 7662 down to and including the intrinsically strong line at 3133 A. These data are combined with results from the IUE atlas of spectra and similar results for the longer wavelength lines by Likkel and Aller (1986) to give the first full coverage of the Bowen lines. Good agreement is found with fluorescence theory for the primary cascade lines, except for the Likkel and Aller results. The efficiency of conversion of the exciting He II Ly-alpha into O III lines is determined, and values comparable to other planetary nebulae are found.

Insect Wing Membrane Topography Is Determined by the Dorsal Wing Epithelium

PubMed Central

Belalcazar, Andrea D.; Doyle, Kristy; Hogan, Justin; Neff, David; Collier, Simon

2013-01-01

The Drosophila wing consists of a transparent wing membrane supported by a network of wing veins. Previously, we have shown that the wing membrane cuticle is not flat but is organized into ridges that are the equivalent of one wing epithelial cell in width and multiple cells in length. These cuticle ridges have an anteroposterior orientation in the anterior wing and a proximodistal orientation in the posterior wing. The precise topography of the wing membrane is remarkable because it is a fusion of two independent cuticle contributions from the dorsal and ventral wing epithelia. Here, through morphological and genetic studies, we show that it is the dorsal wing epithelium that determines wing membrane topography. Specifically, we find that wing hair location and membrane topography are coordinated on the dorsal, but not ventral, surface of the wing. In addition, we find that altering Frizzled Planar Cell Polarity (i.e., Fz PCP) signaling in the dorsal wing epithelium alone changes the membrane topography of both dorsal and ventral wing surfaces. We also examined the wing morphology of two model Hymenopterans, the honeybee Apis mellifera and the parasitic wasp Nasonia vitripennis. In both cases, wing hair location and wing membrane topography are coordinated on the dorsal, but not ventral, wing surface, suggesting that the dorsal wing epithelium also controls wing topography in these species. Because phylogenomic studies have identified the Hymenotera as basal within the Endopterygota family tree, these findings suggest that this is a primitive insect character. PMID:23316434

Wing-wake interaction reduces power consumption in insect tandem wings

NASA Astrophysics Data System (ADS)

Lehmann, Fritz-Olaf

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

Wing-wake interaction reduces power consumption in insect tandem wings

NASA Astrophysics Data System (ADS)

Lehmann, Fritz-Olaf

2009-05-01

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

Determination of mean camber surfaces for wings having uniform chordwise loading and arbitrary spanwise loading in subsonic flow

NASA Technical Reports Server (NTRS)

Katzoff, S; Faison, M Frances; Dubose, Hugh C

1954-01-01

The field of a uniformly loaded wing in subsonic flow is discussed in terms of the acceleration potential. It is shown that, for the design of such wings, the slope of the mean camber surface at any point can be determined by a line integration around the wing boundary. By an additional line integration around the wing boundary, this method is extended to include the case where the local section lift coefficient varies with spanwise location (the chordwise loading at every section still remaining uniform). For the uniformly loaded wing of polygonal plan form, the integrations necessary to determine the local slope of the surface and the further integration of the slopes to determine the ordinate can be done analytically. An outline of these integrations and the resulting formulas are included. Calculated results are given for a sweptback wing with uniform chordwise loading and a highly tapered spanwise loading, a uniformly loaded delta wing, a uniformly loaded sweptback wing, and the same sweptback wing with uniform chordwise loading but elliptical span load distribution.

Artificial insect wings with biomimetic wing morphology and mechanical properties.

PubMed

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

2017-09-26

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

Observations of the 51.8 micron (O III) emission line in Orion

NASA Technical Reports Server (NTRS)

Melnick, G.; Gull, G. E.; Harwit, M.; Ward, D. B.

1978-01-01

The 51.8 micron fine structure transition P2:3P2 3P1 for doubly ionized oxygen was observed in the Orion nebula. The observed line strength is of 5 plus or minus 3 times 10 to the minus 15th power watt/sq cm is in good agreement with theoretical predictions. Observations are consistent with the newly predicted 51.8 micron line position. The line lies close to an atmospheric water vapor feature at 51.7 micron, but is sufficiently distant so that corrections for this feature are straightforward. Observations of the 51.8 (O III) line are particularly important since the previously discovered 88 micron line from the same ion also is strong. This pair of lines should, therefore, yield new data about densities in observed H II regions; or else, if density data already are available from radio or other observations, the lines can be used to determine the differential dust absorption between 52 and 88 micron in front of heavily obscured regions.

Theoretical antisymmetric span loading for wings of arbitrary plan form at subsonic speeds

NASA Technical Reports Server (NTRS)

Deyoung, John

1951-01-01

A simplified lifting-surface theory that includes effects of compressibility and spanwise variation of section lift-curve slope is used to provide charts with which antisymmetric loading due to arbitrary antisymmetric angle of attack can be found for wings having symmetric plan forms with a constant spanwise sweep angle of the quarter-chord line. Consideration is given to the flexible wing in roll. Aerodynamic characteristics due to rolling, deflected ailerons, and sideslip of wings with dihedral are considered. Solutions are presented for straight-tapered wings for a range of swept plan forms.

Transonic Aerodynamic Loading Characteristics of a Wing-Body-Tail Combination Having a 52.5 deg. Sweptback Wing of Aspect Ratio 3 With Conical Wing Camber and Body Indentation for a Design Mach Number of Square Root of 2

NASA Technical Reports Server (NTRS)

Cassetti, Marlowe D.; Re, Richard J.; Igoe, William B.

1961-01-01

An investigation has been made of the effects of conical wing camber and body indentation according to the supersonic area rule on the aerodynamic wing loading characteristics of a wing-body-tail configuration at transonic speeds. The wing aspect ratio was 3, taper ratio was 0.1, and quarter-chord-line sweepback was 52.5 deg. with 3-percent-thick airfoil sections. The tests were conducted in the Langley 16-foot transonic tunnel at Mach numbers from 0.80 to 1.05 and at angles of attack from 0 deg. to 14 deg., with Reynolds numbers based on mean aerodynamic chord varying from 7 x 10(exp 6) to 8 x 10(exp 6). Conical camber delayed wing-tip stall and reduced the severity of the accompanying longitudinal instability but did not appreciably affect the spanwise load distribution at angles of attack below tip stall. Body indentation reduced the transonic chordwise center-of-pressure travel from about 8 percent to 5 percent of the mean aerodynamic chord.

On the variations of O III forbidden line intensities in the spectrum of the planetary nebula IC 4997

NASA Astrophysics Data System (ADS)

Egikyan, A. G.

1997-10-01

The causes of asynchronous variations in the intensities of forbidden O III lines in the spectrum of the planetary nebula IC 4997 are considered. It is shown that the strengthening of the 4363-A line with a simultaneous weakening of the N1 and N2 lines can be explained by a severalfold increase of the mass-loss rate from the nucleus, up to 1-2 x 10 exp -7 solar mass/yr, over several years. The ionization model of the nebula under the combined effect of nucleus emission and the emission from a variable hot stellar wind with electron temperature of 500,000 K is used to calculate the theoretical line intensities. The calculations included 12 levels of O III. In the region of O III line formation, the electron density of 10 exp 6/cu cm and Te, which varies from 12,000 to 15,000 K, yield theoretical line intensities that are in best agreement with observations. The X-ray luminosity of the stellar wind from the nucleus at energies not less than 0.2 keV is on the order of 10 exp 35 erg/s, but the interstellar extinction rules out the possibility of observing this object.

The Frequency Detuning Correction and the Asymmetry of Line Shapes: The Far Wings of H2O-H2O

NASA Technical Reports Server (NTRS)

Ma, Q.; Tipping, R. H.; Hansen, James E. (Technical Monitor)

2002-01-01

A far-wing line shape theory which satisfies the detailed balance principle is applied to the H2O-H2O system. Within this formalism, two line shapes are introduced, corresponding to band-averages over the positive and negative resonance lines, respectively. Using the coordinate representation, the two line shapes can be obtained by evaluating 11-dimensional integrations whose integrands are a product of two factors. One depends on the interaction between the two molecules and is easy to evaluate. The other contains the density matrix of the system and is expressed as a product of two 3-dimensional distributions associated with the density matrices of the absorber and the perturber molecule, respectively. If most of the populated states are included in the averaging process, to obtain these distributions requires extensive computer CPU time, but only have to be computed once for a given temperature. The 11-dimensional integrations are evaluated using the Monte Carlo method, and in order to reduce the variance, the integration variables are chosen such that the sensitivity of the integrands on them is clearly distinguished.

Observations of far-infrared fine structure lines: o III88.35 micrometer and oI 63.2 micrometer

NASA Technical Reports Server (NTRS)

Storey, J. W. V.; Watson, D. M.; Townes, C. H.

1979-01-01

Observations of the O III 88.35 micrometer line and the O I63.2 micrometer were made with a far infrared spectrometer. The sources M17, NGC 7538, and W51 were mapped in the O III line with 1 arc minute resolution and the emission is found to be quite widespread. In all cases the peak of the emission coincides with the maximum radio continuum. The far infrared continuum was mapped simultaneously and in M17, NGC 7538, and W51 the continuum peak is found to be distinct from the center of ionization. The O III line was also detected in W3, W49, and in a number of positions in the Orion nebula. Upper limits were obtained on NGS 7027, NGC 6572, DR21, G29.9-0.0 and M82. The 63.2 micrometer O I line was detected in M17, M42, and marginally in DR21. A partial map of M42 in this line shows that most of the emission observed arises from the Trapezium and from the bright optical bar to the southeast.

Dual wing, swept forward swept rearward wing, and single wing design optimization for high performance business airplanes

NASA Technical Reports Server (NTRS)

Rhodes, M. D.; Selberg, B. P.

1982-01-01

An investigation was performed to compare closely coupled dual wing and swept forward swept rearward wing aircraft to corresponding single wing 'baseline' designs to judge the advantages offered by aircraft designed with multiple wing systems. The optimum multiple wing geometry used on the multiple wing designs was determined in an analytic study which investigated the two- and three-dimensional aerodynamic behavior of a wide range of multiple wing configurations in order to find the wing geometry that created the minimum cruise drag. This analysis used a multi-element inviscid vortex panel program coupled to a momentum integral boundary layer analysis program to account for the aerodynamic coupling between the wings and to provide the two-dimensional aerodynamic data, which was then used as input for a three-dimensional vortex lattice program, which calculated the three-dimensional aerodynamic data. The low drag of the multiple wing configurations is due to a combination of two dimensional drag reductions, tailoring the three dimensional drag for the swept forward swept rearward design, and the structural advantages of the two wings that because of the structural connections permitted higher aspect ratios.

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

NASA Technical Reports Server (NTRS)

Bui, Trong T.

2016-01-01

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

Recent applications of the transonic wing analysis computer code, TWING

NASA Technical Reports Server (NTRS)

Subramanian, N. R.; Holst, T. L.; Thomas, S. D.

1982-01-01

An evaluation of the transonic-wing-analysis computer code TWING is given. TWING utilizes a fully implicit approximate factorization iteration scheme to solve the full potential equation in conservative form. A numerical elliptic-solver grid-generation scheme is used to generate the required finite-difference mesh. Several wing configurations were analyzed, and the limits of applicability of this code was evaluated. Comparisons of computed results were made with available experimental data. Results indicate that the code is robust, accurate (when significant viscous effects are not present), and efficient. TWING generally produces solutions an order of magnitude faster than other conservative full potential codes using successive-line overrelaxation. The present method is applicable to a wide range of isolated wing configurations including high-aspect-ratio transport wings and low-aspect-ratio, high-sweep, fighter configurations.

Unsteady Flow Interactions Between Pitching Wings In Schooling Arrangements

NASA Astrophysics Data System (ADS)

Kurt, Melike; Moored, Keith

2017-11-01

In nature, many fish aggregate into large groups or schools for protection against predators, for social interactions and to save energy during migrations. Regardless of their prime motivation, fish experience three-dimensional flow interactions amongst themselves that can improve or hamper swimming performance and give rise to fluid-mediated forces between individuals. To date, the unsteady, three-dimensional flow interactions among schooling fish remains relatively unexplored. In order to study these interactions, the caudal fins of two interacting fish are idealized as two finite span pitching wings arranged in mixtures of canonical in-line and side-by-side arrangements. The forces and moments acting on the wings in the streamwise and cross-stream directions are quantified as the arrangement and the phase delay between the wings is altered. Particle image velocimetry is employed to characterize the flow physics during high efficiency locomotion. Finally, the forces and flowfields of two-dimensional pitching wings are compared with three-dimensional wings to distinguish how three-dimensionality alters the flow interactions in schools of fish.

View east, showing Northwest Wing (Wing 5) and rear elevations ...

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

View east, showing Northwest Wing (Wing 5) and rear elevations of facade and tis flaking wings (Wings 1 and 2) - Hospital for Sick Children, 1731 Bunker Hill Road, Northeast, Washington, District of Columbia, DC

Aerodynamic-structural study of canard wing, dual wing, and conventional wing systems for general aviation applications

NASA Technical Reports Server (NTRS)

Selberg, B. P.; Cronin, D. L.

1985-01-01

An analytical aerodynamic-structural airplane configuration study was conducted to assess performance gains achievable through advanced design concepts. The mission specification was for 350 mph, range of 1500 st. mi., at altitudes between 30,000 and 40,000 ft. Two payload classes were studied - 1200 lb (6 passengers) and 2400 lb (12 passengers). The configurations analyzed included canard wings, closely coupled dual wings, swept forward - swept rearward wings, joined wings, and conventional wing tail arrangements. The results illustrate substantial performance gains possible with the dual wing configuration. These gains result from weight savings due to predicted structural efficiencies. The need for further studies of structural efficiencies for the various advanced configurations was highlighted.

Naturally inspired SERS substrates fabricated by photocatalytically depositing silver nanoparticles on cicada wings

PubMed Central

2014-01-01

Densely stacked Ag nanoparticles with an average diameter of 199 nm were effectively deposited on TiO2-coated cicada wings (Ag/TiO2-coated wings) from a water-ethanol solution of AgNO3 using ultraviolet light irradiation at room temperature. It was seen that the surfaces of bare cicada wings contained nanopillar array structures. In the optical absorption spectra of the Ag/TiO2-coated wings, the absorption peak due to the localized surface plasmon resonance (LSPR) of Ag nanoparticles was observed at 440 nm. Strong Surface-enhanced Raman scattering (SERS) signals of Rhodamine 6G adsorbed on the Ag/TiO2-coated wings were clearly observed using the 514.5-nm line of an Ar+ laser. The Ag/TiO2-coated wings can be a promising candidate for naturally inspired SERS substrates. PMID:24959110

Naturally inspired SERS substrates fabricated by photocatalytically depositing silver nanoparticles on cicada wings

NASA Astrophysics Data System (ADS)

Tanahashi, Ichiro; Harada, Yoshiyuki

2014-06-01

Densely stacked Ag nanoparticles with an average diameter of 199 nm were effectively deposited on TiO2-coated cicada wings (Ag/TiO2-coated wings) from a water-ethanol solution of AgNO3 using ultraviolet light irradiation at room temperature. It was seen that the surfaces of bare cicada wings contained nanopillar array structures. In the optical absorption spectra of the Ag/TiO2-coated wings, the absorption peak due to the localized surface plasmon resonance (LSPR) of Ag nanoparticles was observed at 440 nm. Strong Surface-enhanced Raman scattering (SERS) signals of Rhodamine 6G adsorbed on the Ag/TiO2-coated wings were clearly observed using the 514.5-nm line of an Ar+ laser. The Ag/TiO2-coated wings can be a promising candidate for naturally inspired SERS substrates.

The case for inflow of the broad-line region of active galactic nuclei

NASA Astrophysics Data System (ADS)

Gaskell, C. Martin; Goosmann, René W.

2016-02-01

The high-ionization lines of the broad-line region (BLR) of thermal active galactic nuclei (AGNs) show blueshifts of a few hundred km/s to several thousand km/sec with respect to the low-ionization lines. This has long been thought to be due to the high-ionization lines of the BLR arising in a wind of which the far side of the outflow is blocked from our view by the accretion disc. Evidence for and against the disc-wind model is discussed. The biggest problem for the model is that velocity-resolved reverberation mapping repeatedly fails to show the expected kinematic signature of outflow of the BLR. The disc-wind model also cannot readily reproduce the red side of the line profiles of high-ionization lines. The rapidly falling density in an outflow makes it difficult to obtain high equivalent widths. We point out a number of major problems with associating the BLR with the outflows producing broad absorption lines. An explanation which avoids all these problems and satisfies the constraints of both the line profiles and velocity-resolved reverberation-mapping is a model in which the blueshifting is due to scattering off material spiraling inwards with an inflow velocity of half the velocity of the blueshifting. We discuss how recent reverberation mapping results are consistent with the scattering-plus-inflow model but do not support a disc-wind model. We propose that the anti-correlation of the apparent redshifting of Hβ with the blueshifting of C iv is a consequence of contamination of the red wings of Hβ by the broad wings of [O iii].

Shock Location Dominated Transonic Flight Loads on the Active Aeroelastic Wing

NASA Technical Reports Server (NTRS)

Lokos, William A.; Lizotte, Andrew; Lindsley, Ned J.; Stauf, Rick

2005-01-01

During several Active Aeroelastic Wing research flights, the shadow of the over-wing shock could be observed because of natural lighting conditions. As the plane accelerated, the shock location moved aft, and as the shadow passed the aileron and trailing-edge flap hinge lines, their associated hinge moments were substantially affected. The observation of the dominant effect of shock location on aft control surface hinge moments led to this investigation. This report investigates the effect of over-wing shock location on wing loads through flight-measured data and analytical predictions. Wing-root and wing-fold bending moment and torque and leading- and trailing-edge hinge moments have been measured in flight using calibrated strain gages. These same loads have been predicted using a computational fluid dynamics code called the Euler Navier-Stokes Three Dimensional Aeroelastic Code. The computational fluid dynamics study was based on the elastically deformed shape estimated by a twist model, which in turn was derived from in-flight-measured wing deflections provided by a flight deflection measurement system. During level transonic flight, the shock location dominated the wing trailing-edge control surface hinge moments. The computational fluid dynamics analysis based on the shape provided by the flight deflection measurement system produced very similar results and substantially correlated with the measured loads data.

The joined wing - An overview. [aircraft tandem wings in diamond configurations

NASA Technical Reports Server (NTRS)

Wolkovitch, J.

1985-01-01

The joined wing is a new type of aircraft configuration which employs tandem wings arranged to form diamond shapes in plan view and front view. Wind-tunnel tests and finite-element structural analyses have shown that the joined wing provides the following advantages over a comparable wing-plus-tail system; lighter weight and higher stiffness, higher span-efficiency factor, higher trimmed maximum lift coefficient, lower wave drag, plus built-in direct lift and direct sideforce control capability. A summary is given of research performed on the joined wing. Calculated joined wing weights are correlated with geometric parameters to provide simple weight estimation methods. The results of low-speed and transonic wind-tunnel tests are summarized, and guidelines for design of joined-wing aircraft are given. Some example joined-wing designs are presented and related configurations having connected wings are reviewed.

Aircraft evacuations through type-III exits II : effects of individual subject differences.

DOT National Transportation Integrated Search

1995-08-01

Simulated emergency egress from Type III over-wing exits was studied to support regulatory action by the FAA. Passageway width from the aircraft center aisle to the Type-III exit was the major variable of interest; effects of individual subject attri...

Core and Wing Densities of Asymmetric Coronal Spectral Profiles: Implications for the Mass Supply of the Solar Corona

NASA Astrophysics Data System (ADS)

Patsourakos, S.; Klimchuk, J. A.; Young, P. R.

2014-02-01

Recent solar spectroscopic observations have shown that coronal spectral lines can exhibit asymmetric profiles, with enhanced emissions at their blue wings. These asymmetries correspond to rapidly upflowing plasmas at speeds exceeding ≈50 km s-1. Here, we perform a study of the density of the rapidly upflowing material and compare it with that of the line core that corresponds to the bulk of the plasma. For this task, we use spectroscopic observations of several active regions taken by the Extreme Ultraviolet Imaging Spectrometer of the Hinode mission. The density sensitive ratio of the Fe XIV lines at 264.78 and 274.20 Å is used to determine wing and core densities. We compute the ratio of the blue wing density to the core density and find that most values are of order unity. This is consistent with the predictions for coronal nanoflares if most of the observed coronal mass is supplied by chromospheric evaporation driven by the nanoflares. However, much larger blue wing-to-core density ratios are predicted if most of the coronal mass is supplied by heated material ejected with type II spicules. Our measurements do not rule out a spicule origin for the blue wing emission, but they argue against spicules being a primary source of the hot plasma in the corona. We note that only about 40% of the pixels where line blends could be safely ignored have blue wing asymmetries in both Fe XIV lines. Anticipated sub-arcsecond spatial resolution spectroscopic observations in future missions could shed more light on the origin of blue, red, and mixed asymmetries.

Core and Wing Densities of Asymmetric Coronal Spectral Profiles: Implications for the Mass Supply of the Solar Corona

NASA Technical Reports Server (NTRS)

Patsourakos, S.; Klimchuk, J. A.; Young, P. R.

2014-01-01

Recent solar spectroscopic observations have shown that coronal spectral lines can exhibit asymmetric profiles, with enhanced emissions at their blue wings. These asymmetries correspond to rapidly upflowing plasmas at speeds exceeding approximately equal to 50 km per sec. Here, we perform a study of the density of the rapidly upflowing material and compare it with that of the line core that corresponds to the bulk of the plasma. For this task, we use spectroscopic observations of several active regions taken by the Extreme Ultraviolet Imaging Spectrometer of the Hinode mission. The density sensitive ratio of the Fe(sub XIV) lines at 264.78 and 274.20 Angstroms is used to determine wing and core densities.We compute the ratio of the blue wing density to the core density and find that most values are of order unity. This is consistent with the predictions for coronal nanoflares if most of the observed coronal mass is supplied by chromospheric evaporation driven by the nanoflares. However, much larger blue wing-to-core density ratios are predicted if most of the coronal mass is supplied by heated material ejected with type II spicules. Our measurements do not rule out a spicule origin for the blue wing emission, but they argue against spicules being a primary source of the hot plasma in the corona. We note that only about 40% of the pixels where line blends could be safely ignored have blue wing asymmetries in both Fe(sub XIV) lines. Anticipated sub-arcsecond spatial resolution spectroscopic observations in future missions could shed more light on the origin of blue, red, and mixed asymmetries.

Butterfly wing colours: scale beads make white pierid wings brighter.

PubMed Central

Stavenga, D. G.; Stowe, S.; Siebke, K.; Zeil, J.; Arikawa, K.

2004-01-01

The wing-scale morphologies of the pierid butterflies Pieris rapae (small white) and Delias nigrina (common jezabel), and the heliconine Heliconius melpomene are compared and related to the wing-reflectance spectra. Light scattering at the wing scales determines the wing reflectance, but when the scales contain an absorbing pigment, reflectance is suppressed in the absorption wavelength range of the pigment. The reflectance of the white wing areas of P. rapae, where the scales are studded with beads, is considerably higher than that of the white wing areas of H. melpomene, which has scales lacking beads. The beads presumably cause the distinct matt-white colour of the wings of pierids and function to increase the reflectance amplitude. This will improve the visual discrimination between conspecific males and females. PMID:15306303

The leading-edge vortex of swift wing-shaped delta wings

NASA Astrophysics Data System (ADS)

Muir, Rowan Eveline; Arredondo-Galeana, Abel; Viola, Ignazio Maria

2017-08-01

Recent investigations on the aerodynamics of natural fliers have illuminated the significance of the leading-edge vortex (LEV) for lift generation in a variety of flight conditions. A well-documented example of an LEV is that generated by aircraft with highly swept, delta-shaped wings. While the wing aerodynamics of a manoeuvring aircraft, a bird gliding and a bird in flapping flight vary significantly, it is believed that this existing knowledge can serve to add understanding to the complex aerodynamics of natural fliers. In this investigation, a model non-slender delta-shaped wing with a sharp leading edge is tested at low Reynolds number, along with a delta wing of the same design, but with a modified trailing edge inspired by the wing of a common swift Apus apus. The effect of the tapering swift wing on LEV development and stability is compared with the flow structure over the unmodified delta wing model through particle image velocimetry. For the first time, a leading-edge vortex system consisting of a dual or triple LEV is recorded on a swift wing-shaped delta wing, where such a system is found across all tested conditions. It is shown that the spanwise location of LEV breakdown is governed by the local chord rather than Reynolds number or angle of attack. These findings suggest that the trailing-edge geometry of the swift wing alone does not prevent the common swift from generating an LEV system comparable with that of a delta-shaped wing.

The leading-edge vortex of swift wing-shaped delta wings

PubMed Central

Muir, Rowan Eveline; Arredondo-Galeana, Abel

2017-01-01

Recent investigations on the aerodynamics of natural fliers have illuminated the significance of the leading-edge vortex (LEV) for lift generation in a variety of flight conditions. A well-documented example of an LEV is that generated by aircraft with highly swept, delta-shaped wings. While the wing aerodynamics of a manoeuvring aircraft, a bird gliding and a bird in flapping flight vary significantly, it is believed that this existing knowledge can serve to add understanding to the complex aerodynamics of natural fliers. In this investigation, a model non-slender delta-shaped wing with a sharp leading edge is tested at low Reynolds number, along with a delta wing of the same design, but with a modified trailing edge inspired by the wing of a common swift Apus apus. The effect of the tapering swift wing on LEV development and stability is compared with the flow structure over the unmodified delta wing model through particle image velocimetry. For the first time, a leading-edge vortex system consisting of a dual or triple LEV is recorded on a swift wing-shaped delta wing, where such a system is found across all tested conditions. It is shown that the spanwise location of LEV breakdown is governed by the local chord rather than Reynolds number or angle of attack. These findings suggest that the trailing-edge geometry of the swift wing alone does not prevent the common swift from generating an LEV system comparable with that of a delta-shaped wing. PMID:28878968

The leading-edge vortex of swift wing-shaped delta wings.

PubMed

Muir, Rowan Eveline; Arredondo-Galeana, Abel; Viola, Ignazio Maria

2017-08-01

Recent investigations on the aerodynamics of natural fliers have illuminated the significance of the leading-edge vortex (LEV) for lift generation in a variety of flight conditions. A well-documented example of an LEV is that generated by aircraft with highly swept, delta-shaped wings. While the wing aerodynamics of a manoeuvring aircraft, a bird gliding and a bird in flapping flight vary significantly, it is believed that this existing knowledge can serve to add understanding to the complex aerodynamics of natural fliers. In this investigation, a model non-slender delta-shaped wing with a sharp leading edge is tested at low Reynolds number, along with a delta wing of the same design, but with a modified trailing edge inspired by the wing of a common swift Apus apus . The effect of the tapering swift wing on LEV development and stability is compared with the flow structure over the unmodified delta wing model through particle image velocimetry. For the first time, a leading-edge vortex system consisting of a dual or triple LEV is recorded on a swift wing-shaped delta wing, where such a system is found across all tested conditions. It is shown that the spanwise location of LEV breakdown is governed by the local chord rather than Reynolds number or angle of attack. These findings suggest that the trailing-edge geometry of the swift wing alone does not prevent the common swift from generating an LEV system comparable with that of a delta-shaped wing.

First light - II. Emission line extinction, population III stars, and X-ray binaries

NASA Astrophysics Data System (ADS)

Barrow, Kirk S. S.; Wise, John H.; Aykutalp, Aycin; O'Shea, Brian W.; Norman, Michael L.; Xu, Hao

2018-02-01

We produce synthetic spectra and observations for metal-free stellar populations and high-mass X-ray binaries in the Renaissance Simulations at a redshift of 15. We extend our methodology from the first paper in the series by modelling the production and extinction of emission lines throughout a dusty and metal-enriched interstellar and circum-galactic media extracted from the simulation, using a Monte Carlo calculation. To capture the impact of high-energy photons, we include all frequencies from hard X-ray to far-infrared with enough frequency resolution to discern line emission and absorption profiles. The most common lines in our sample in order of their rate of occurrence are Ly α, the C IV λλ1548, 1551 doublet, H α, and the Ca II λλλ8498, 8542, 8662 triplet. The best scenario for a direct observation of a metal-free stellar population is a merger between two Population III Galaxies. In mergers between metal-enriched and metal-free stellar populations, some characteristics may be inferred indirectly. Single Population III galaxies are too dim to be observed photometrically at z = 15. Ly α emission is discernible by JWST as an increase in J200w - J277w colour off the intrinsic stellar tracks. Observations of metal-free stars will be difficult, though not impossible, with the next generation of space telescopes.

Wind-Tunnel Investigation at Low Speed of the Effects of Chordwise Wing Fences and Horizontal-Tail Position on the Static Longitudinal Stability Characteristics of an Airplane Model with a 35 Degree Sweptback Wing

NASA Technical Reports Server (NTRS)

Queijo, M J; Jaquet, Byron M; Wolhart, Walter D

1954-01-01

Low-speed tests of a model with a wing swept back 35 degrees at the 0.33-chord line and a horizontal tail located well above the extended wing-chord plane indicated static longitudinal instability at moderate angles of attack for all configurations tested. An investigation therefore was made to determine whether the longitudinal stability could be improved by the use of chordwise wing fences, by lowering the horizontal tail, or by a combination of both. The results of the investigation showed that the longitudinal stability characteristics of the model with slats retracted could be improved at moderate angles of attack by placing chordwise wing fences at a spanwise station of about 73 percent of the wing semispan from the plane of symmetry provided the nose of the fence extended slightly beyond or around the wing leading edge.

Parametric analysis of swept-wing geometry with sheared wing tips

NASA Technical Reports Server (NTRS)

Fremaux, C. M.; Vijgen, P. M. H. W.; Van Dam, C. P.

1990-01-01

A computational parameter study is presented of potential reductions in induced drag and increases in lateral-directional stability due to sheared wing tips attached to an untwisted wing of moderate sweep and aspect ratio. Sheared tips are swept and tapered wing-tip devices mounted in the plane of the wing. The induced-drag results are obtained using an inviscid, incompressible surface-panel method that models the nonlinear effects due to the deflected and rolled-up wake behind the lifting surface. The induced-drag results with planar sheared tips are compared to straight-tapered tip extensions and nonplanar winglet geometries. The lateral-directional static-stability characteristics of the wing with sheared tips are estimated using a quasi-vortex-lattice method. For certain combinations of sheared-tip sweep and taper, both the induced efficiency of the wing and the relevant static-stability derivatives are predicted to increase compared to the wing with a straight-tapered tip modification.

Reynolds Number, Compressibility, and Leading-Edge Bluntness Effects on Delta-Wing Aerodynamics

NASA Technical Reports Server (NTRS)

Luckring, James M.

2004-01-01

An overview of Reynolds number, compressibility, and leading edge bluntness effects is presented for a 65 degree delta wing. The results of this study address both attached and vortex-flow aerodynamics and are based upon a unique data set obtained in the NASA-Langley National Transonic Facility (NTF) for i) Reynolds numbers ranging from conventional wind-tunnel to flight values, ii) Mach numbers ranging from subsonic to transonic speeds, and iii) leading-edge bluntness values that span practical slender wing applications. The data were obtained so as to isolate the subject effects and they present many challenges for Computational Fluid Dynamics (CFD) studies.

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

PubMed

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

2017-12-13

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

The leading-edge vortex of swift-wing shaped delta wings

NASA Astrophysics Data System (ADS)

Muir, Rowan; Arredondo-Galeana, Abel; Viola, Ignazio Maria

2017-11-01

Recent investigations on the aerodynamics of natural fliers have illuminated the significance of the Leading-Edge Vortex (LEV) for lift generation in a variety of flight conditions. In this investigation, a model non-slender delta shaped wing with a sharp leading-edge is tested at low Reynolds Number, along with a delta wing of the same design, but with a modified trailing edge inspired by the wing of a common swift Apus apus. The effect of the tapering swift wing on LEV development and stability is compared with the flow structure over the un-modified delta wing model through particle image velocimetry. For the first time, a leading-edge vortex system consisting of a dual or triple LEV is recorded on a swift-wing shaped delta wing, where such a system is found across all tested conditions. It is shown that the spanwise location of LEV breakdown is governed by the local chord rather than Reynolds Number or angle of attack. These findings suggest that the trailing-edge geometry of the swift wing alone does not prevent the common swift from generating an LEV system comparable with that of a delta shaped wing. This work received funding from the Engineering and Physical Sciences Research Council [EP/M506515/1] and the Consejo Nacional de Ciencia y Tecnología (CONACYT).

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

NASA Astrophysics Data System (ADS)

Izraelevitz, Jacob; Kotidis, Miranda; Triantafyllou, Michael

2017-11-01

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

Artificial insect wings of diverse morphology for flapping-wing micro air vehicles.

PubMed

Shang, J K; Combes, S A; Finio, B M; Wood, R J

2009-09-01

The development of flapping-wing micro air vehicles (MAVs) demands a systematic exploration of the available design space to identify ways in which the unsteady mechanisms governing flapping-wing flight can best be utilized for producing optimal thrust or maneuverability. Mimicking the wing kinematics of biological flight requires examining the potential effects of wing morphology on flight performance, as wings may be specially adapted for flapping flight. For example, insect wings passively deform during flight, leading to instantaneous and potentially unpredictable changes in aerodynamic behavior. Previous studies have postulated various explanations for insect wing complexity, but there lacks a systematic approach for experimentally examining the functional significance of components of wing morphology, and for determining whether or not natural design principles can or should be used for MAVs. In this work, a novel fabrication process to create centimeter-scale wings of great complexity is introduced; via this process, a wing can be fabricated with a large range of desired mechanical and geometric characteristics. We demonstrate the versatility of the process through the creation of planar, insect-like wings with biomimetic venation patterns that approximate the mechanical properties of their natural counterparts under static loads. This process will provide a platform for studies investigating the effects of wing morphology on flight dynamics, which may lead to the design of highly maneuverable and efficient MAVs and insight into the functional morphology of natural wings.

The effects of leading edge modifications on the post-stall characteristics of wings

NASA Technical Reports Server (NTRS)

Winkelmann, A. E.; Barlow, J. B.; Saini, J. K.; Anderson, J. D., Jr.; Jones, E.

1980-01-01

An investigation of the effects of leading edge modifications on the post-stall characteristics of two rectangular planform wings in a series of low speed wind tunnel tests is presented. Abrupt discontinuities in the leading edge shape of the wings were produced by placing a nose glove over a portion of the span or by deflecting sections of a segmented leading edge flap. Six component balance data, oil flow visualization photographs, and pressure distribution measurements were obtained, and tests made to study the development of flow separation at stall on small scale planform wing models. Results of oil flow visualization tests at and beyond stall showed the formation of counter-rotating swirl patterns on the upper surface of the '2-D' and '3-D' wings, and results of a numerical lifting line technique applied to wings with leading edge modifications are included.

Wind-tunnel interference with particular reference to off-center positions of the wing and to the downwash at the tail

NASA Technical Reports Server (NTRS)

Silverstein, Abe; White, James A

1937-01-01

The theory of wind tunnel boundary influence on the downwash from a wing has been extended to provide more complete corrections for application to airplane test data. The first section of the report gives the corrections of the lifting line for wing positions above or below the tunnel center line; the second section shows the manner in which the induced boundary influence changes with distance aft of the lifting line. Values of the boundary corrections are given for off-center positions of the wing in circular, square, 2:1 rectangular, and 2:1 elliptical tunnels. Aft of the wing the corrections are presented for only the square and the 2:1 rectangular tunnels, but it is believed that these may be applied to jets of circular and 2:1 elliptical cross sections. In all cases results are included for both open and closed tunnels.

Transonic Aerodynamic Characteristics of a Wing-Body Combination having a 52.5 deg Sweptback Wing of Aspect Ratio 3 with Conical Camber and Designed for a Mach Number of the Square Root of 2

NASA Technical Reports Server (NTRS)

Igoe, William B.; Re, Richard J.; Cassetti, Marlowe

1961-01-01

An investigation has been made of the effects of conical wing camber and supersonic body indentation on the aerodynamic characteristics of a wing-body configuration at transonic speeds. Wing aspect ratio was 3.0, taper ratio was 0.1, and quarter-chord line sweepback was 52.5 deg with airfoil sections of 0.03 thickness ratio. The tests were conducted in the Langley 16-foot transonic tunnel at various Mach numbers from 0.80 to 1.05 at angles of attack from -4 deg to 14 deg. The cambered-wing configuration achieved higher lift-drag ratios than a similar plane-wing configuration. The camber also reduced the effects of wing-tip flow separation on the aerodynamic characteristics. In general, no stability or trim changes below wing-tip flow separation resulted from the use of camber. The use of supersonic body indentation improved the lift-drag ratios at Mach numbers from 0.96 to 1.05.

First Light II: Emission Line Extinction, Population III Stars, and X-ray Binaries

DOE PAGES

Barrow, Kirk S. S.; Wise, John H.; Aykutalp, Aycin; ...

2017-11-17

Here, we produce synthetic spectra and observations for metal-free stellar populations and high-mass X-ray binaries in the Renaissance Simulations at a redshift of 15. We extend our methodology from the first paper in the series by modelling the production and extinction of emission lines throughout a dusty and metal-enriched interstellar and circum-galactic media extracted from the simulation, using a Monte Carlo calculation. To capture the impact of high-energy photons, we include all frequencies from hard X-ray to far-infrared with enough frequency resolution to discern line emission and absorption profiles. The most common lines in our sample in order of theirmore » rate of occurrence are Ly α, the C iv λλ1548, 1551 doublet, H α, and the Ca ii λλλ8498, 8542, 8662 triplet. The best scenario for a direct observation of a metal-free stellar population is a merger between two Population III Galaxies. In mergers between metal-enriched and metal-free stellar populations, some characteristics may be inferred indirectly. Single Population III galaxies are too dim to be observed photometrically at z = 15. Ly α emission is discernible by JWST as an increase in J200w – J277w colour off the intrinsic stellar tracks. Observations of metal-free stars will be difficult, though not impossible, with the next generation of space telescopes.« less

First Light II: Emission Line Extinction, Population III Stars, and X-ray Binaries

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

Barrow, Kirk S. S.; Wise, John H.; Aykutalp, Aycin

Here, we produce synthetic spectra and observations for metal-free stellar populations and high-mass X-ray binaries in the Renaissance Simulations at a redshift of 15. We extend our methodology from the first paper in the series by modelling the production and extinction of emission lines throughout a dusty and metal-enriched interstellar and circum-galactic media extracted from the simulation, using a Monte Carlo calculation. To capture the impact of high-energy photons, we include all frequencies from hard X-ray to far-infrared with enough frequency resolution to discern line emission and absorption profiles. The most common lines in our sample in order of theirmore » rate of occurrence are Ly α, the C iv λλ1548, 1551 doublet, H α, and the Ca ii λλλ8498, 8542, 8662 triplet. The best scenario for a direct observation of a metal-free stellar population is a merger between two Population III Galaxies. In mergers between metal-enriched and metal-free stellar populations, some characteristics may be inferred indirectly. Single Population III galaxies are too dim to be observed photometrically at z = 15. Ly α emission is discernible by JWST as an increase in J200w – J277w colour off the intrinsic stellar tracks. Observations of metal-free stars will be difficult, though not impossible, with the next generation of space telescopes.« less

Wing serial homologs and the origin and evolution of the insect wing.

PubMed

Ohde, Takahiro; Yaginuma, Toshinobu; Niimi, Teruyuki

2014-04-01

The origin and evolution of insect wings has been the subject of extensive debate. The issue has remained controversial largely because of the absence of definitive fossil evidence or direct developmental evidence of homology between wings and a putative wing origin. Recent identification of wing serial homologs (WSHs) has provided researchers with a potential strategy for identifying WSHs in other species. Future comparative developmental analyses between wings and WSHs may clarify the important steps underlying the evolution of insect wings. Copyright © 2013 The Authors. Published by Elsevier GmbH.. All rights reserved.

Tables for the Rapid Estimation of Downwash and Sidewash Behind Wings Performing Various Motions at Supersonic Speeds

NASA Technical Reports Server (NTRS)

Bobbitt, Percy J.

1959-01-01

Equations for the downwash and sidewash due to supersonic yawed and unswept horseshoe vortices have been utilized in formulating tables and charts to permit a rapid estimation of the flow velocities behind wings performing various steady motions. Tabulations are presented of the downwash and sidewash in the wing vertical plane of symmetry due to a unit-strength yawed horseshoe vortex located at 20 equally spaced spanwise positions along lifting lines of various sweeps. (The bound portion of the yawed vortex is coincident with the lifting line.) Charts are presented for the purpose of estimating the spanwise variations of the flow-field velocities and give longitudinal variations of the downwash and sidewash at a nuMber of vertical and spanwise locations due to a unit-strength unswept horseshoe vortex. Use of the tables and charts to calculate wing downwash or sidewash requires a knowledge of the wing spanwise distribution of circulation. Sample computations for the rolling sidewash and angle-of-attack downwash behind a typical swept wing are presented to demonstrate the use of the tables and charts.

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

PubMed

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

2011-09-01

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

5. 'Stones for Wing Walls, Tunnel Walls, BeltCourse and Coping,' ...

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

5. 'Stones for Wing Walls, Tunnel Walls, Belt-Course and Coping,' Southern Pacific Standard Plan Tunnels, ca. 1909. - Central Pacific Transcontinental Railroad, Sacramento to Nevada state line, Sacramento, Sacramento County, CA

Aircraft evacuations through type-III exits I : effects of seat placement at the exit.

DOT National Transportation Integrated Search

1995-07-01

Simulated emergency egress from Type III over-wing exits was studied to support regulatory action by the FAA. Passageway width and seat encroachment distance adjacent to the Type-III exit were the major variables of interest. : Methods. Two subject g...

Parachuting with bristled wings

NASA Astrophysics Data System (ADS)

Kasoju, Vishwa; Santhanakrishnan, Arvind; Senter, Michael; Armel, Kristen; Miller, Laura

2017-11-01

Free takeoff flight recordings of thrips (body length <1 mm) show that they can intermittently cease flapping and instead float passively downwards by spreading their bristled wings. Such drag-based parachuting can lower the speed of falling and aid in long distance dispersal by minimizing energetic demands needed for active flapping flight. However, the role of bristled wings in parachuting remains unclear. In this study, we examine if using bristled wings lowers drag forces in parachuting as compared to solid (non-bristled) wings. Wing angles and settling velocities were obtained from free takeoff flight videos. A solid wing model and bristled wing model with bristle spacing to diameter ratio of 5 performing translational motion were comparatively examined using a dynamically scaled robotic model. We measured force generated under varying wing angle from 45-75 degrees across a Reynolds number (Re) range of 1 to 15. Drag experienced by the wings decreased in both wing models when varying Re from 1 to 15. Leakiness of flow through bristles, visualized using spanwise PIV, and implications for force generation will be presented. Numerical simulations will be used to investigate the stability of free fall using bristled wings.

Theory of wing rock

NASA Technical Reports Server (NTRS)

Hsu, C.-H.; Lan, C. E.

1985-01-01

Wing rock is one type of lateral-directional instabilities at high angles of attack. To predict wing rock characteristics and to design airplanes to avoid wing rock, parameters affecting wing rock characteristics must be known. A new nonlinear aerodynamic model is developed to investigate the main aerodynamic nonlinearities causing wing rock. In the present theory, the Beecham-Titchener asymptotic method is used to derive expressions for the limit-cycle amplitude and frequency of wing rock from nonlinear flight dynamics equations. The resulting expressions are capable of explaining the existence of wing rock for all types of aircraft. Wing rock is developed by negative or weakly positive roll damping, and sustained by nonlinear aerodynamic roll damping. Good agreement between theoretical and experimental results is obtained.

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

PubMed

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

2017-09-01

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

Numerical simulation of the tip vortex off a low-aspect-ratio wing at transonic speed

NASA Technical Reports Server (NTRS)

Mansour, N. N.

1984-01-01

The viscous transonic flow around a low aspect ratio wing was computed by an implicit, three dimensional, thin-layer Navier-Stokes solver. The grid around the geometry of interest is obtained numerically as a solution to a Dirichlet problem for the cube. A low aspect ratio wing with large sweep, twist, taper, and camber is the chosen geometry. The topology chosen to wrap the mesh around the wing with good tip resolution is a C-O type mesh. The flow around the wing was computed for a free stream Mach number of 0.82 at an angle of attack of 5 deg. At this Mach number, an oblique shock forms on the upper surface of the wing, and a tip vortex and three dimensional flow separation off the wind surface are observed. Particle path lines indicate that the three dimensional flow separation on the wing surface is part of the roots of the tip vortex formation. The lifting of the tip vortex before the wing trailing edge is observed by following the trajectory of particles release around the wing tip.

Experimental optimization of wing shape for a hummingbird-like flapping wing micro air vehicle.

PubMed

Nan, Yanghai; Karásek, Matěj; Lalami, Mohamed Esseghir; Preumont, André

2017-03-06

Flapping wing micro air vehicles (MAVs) take inspiration from natural fliers, such as insects and hummingbirds. Existing designs manage to mimic the wing motion of natural fliers to a certain extent; nevertheless, differences will always exist due to completely different building blocks of biological and man-made systems. The same holds true for the design of the wings themselves, as biological and engineering materials differ significantly. This paper presents results of experimental optimization of wing shape of a flexible wing for a hummingbird-sized flapping wing MAV. During the experiments we varied the wing 'slackness' (defined by a camber angle), the wing shape (determined by the aspect and taper ratios) and the surface area. Apart from the generated lift, we also evaluated the overall power efficiency of the flapping wing MAV achieved with the various wing design. The results indicate that especially the camber angle and aspect ratio have a critical impact on the force production and efficiency. The best performance was obtained with a wing of trapezoidal shape with a straight leading edge and an aspect ratio of 9.3, both parameters being very similar to a typical hummingbird wing. Finally, the wing performance was demonstrated by a lift-off of a 17.2 g flapping wing robot.

The aerodynamic benefit of wing-wing interaction depends on stroke trajectory in flapping insect wings.

PubMed

Lehmann, Fritz-Olaf; Pick, Simon

2007-04-01

Flying insects may enhance their flight force production by contralateral wing interaction during dorsal stroke reversal ('clap-and-fling'). In this study, we explored the forces and moments due to clap-and-fling at various wing tip trajectories, employing a dynamically scaled electromechanical flapping device. The 17 tested bio-inspired kinematic patterns were identical in stroke amplitude, stroke frequency and angle of attack with respect to the horizontal stroke plane but varied in heaving motion. Clap-and-fling induced vertical force augmentation significantly decreased with increasing vertical force production averaged over the entire stroke cycle, whereas total force augmentation was independent from changes in force produced by a single wing. Vertical force augmentation was also largely independent of forces produced due to wing rotation at the stroke reversals, the sum of rotational circulation and wake capture force. We obtained maximum (17.4%) and minimum (1.4%) vertical force augmentation in two types of figure-eight stroke kinematics whereby rate and direction of heaving motion during fling may explain 58% of the variance in vertical force augmentation. This finding suggests that vertical wing motion distinctly alters the flow regime at the beginning of the downstroke. Using an analytical model, we determined pitching moments acting on an imaginary body of the flapping device from the measured time course of forces, the changes in length of the force vector's moment arm, the position of the centre of mass and body angle. The data show that pitching moments are largely independent from mean vertical force; however, clap-and-fling reinforces mean pitching moments by approximately 21%, compared to the moments produced by a single flapping wing. Pitching moments due to clap-and-fling significantly increase with increasing vertical force augmentation and produce nose-down moments in most of the tested patterns. The analytical model, however, shows that

A Discrete-Vortex Method for Studying the Wing Rock of Delta Wings

NASA Technical Reports Server (NTRS)

Gainer, Thomas G.

2002-01-01

A discrete-vortex method is developed to investigate the wing rock problem associated with highly swept wings. The method uses two logarithmic vortices placed above the wing to represent the vortex flow field and uses boundary conditions based on conical flow, vortex rate of change of momentum, and other considerations to position the vortices and determine their strengths. A relationship based on the time analogy and conical-flow assumptions is used to determine the hysteretic positions of the vortices during roll oscillations. Static and dynamic vortex positions and wing rock amplitudes and frequencies calculated by using the method are generally in good agreement with available experimental data. The results verify that wing rock is caused by hysteretic deflections of the vortices and indicate that the stabilizing moments that limit wing rock amplitudes are the result of the one primary vortex moving outboard of the wing where it has little influence on the wing.

Approximate calculation of multispar cantilever and semicantilever wings with parallel ribs under direct and indirect loading

NASA Technical Reports Server (NTRS)

Sanger, Eugen

1932-01-01

A method is presented for approximate static calculation, which is based on the customary assumption of rigid ribs, while taking into account the systematic errors in the calculation results due to this arbitrary assumption. The procedure is given in greater detail for semicantilever and cantilever wings with polygonal spar plan form and for wings under direct loading only. The last example illustrates the advantages of the use of influence lines for such wing structures and their practical interpretation.

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

NASA Technical Reports Server (NTRS)

Lissaman, P. B. S.

1973-01-01

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

Study on flow over finite wing with respect to F-22 raptor, Supermarine Spitfire, F-7 BG aircraft wing and analyze its stability performance and experimental values

NASA Astrophysics Data System (ADS)

Ali, Md. Nesar; Alam, Mahbubul

2017-06-01

A finite wing is a three-dimensional body, and consequently the flow over the finite wing is three-dimensional; that is, there is a component of flow in the span wise direction. The physical mechanism for generating lift on the wing is the existence of a high pressure on the bottom surface and a low pressure on the top surface. The net imbalance of the pressure distribution creates the lift. As a by-product of this pressure imbalance, the flow near the wing tips tends to curl around the tips, being forced from the high-pressure region just underneath the tips to the low-pressure region on top. This flow around the wing tips is shown in the front view of the wing. As a result, on the top surface of the wing, there is generally a span wise component of flow from the tip toward the wing root, causing the streamlines over the top surface to bend toward the root. On the bottom surface of the wing, there is generally a span wise component of flow from the root toward the tip, causing the streamlines over the bottom surface to bend toward the tip. Clearly, the flow over the finite wing is three-dimensional, and therefore we would expect the overall aerodynamic properties of such a wing to differ from those of its airfoil sections. The tendency for the flow to "leak" around the wing tips has another important effect on the aerodynamics of the wing. This flow establishes a circulatory motion that trails downstream of the wing; that is, a trailing vortex is created at each wing tip. The aerodynamics of finite wings is analyzed using the classical lifting line model. This simple model allows a closed-form solution that captures most of the physical effects applicable to finite wings. The model is based on the horseshoe-shaped vortex that introduces the concept of a vortex wake and wing tip vortices. The downwash induced by the wake creates an induced drag that did not exist in the two-dimensional analysis. Furthermore, as wingspan is reduced, the wing lift slope decreases

Hovering hummingbird wing aerodynamics during the annual cycle. I. Complete wing.

PubMed

Achache, Yonathan; Sapir, Nir; Elimelech, Yossef

2017-08-01

The diverse hummingbird family (Trochilidae) has unique adaptations for nectarivory, among which is the ability to sustain hover-feeding. As hummingbirds mainly feed while hovering, it is crucial to maintain this ability throughout the annual cycle-especially during flight-feather moult, in which wing area is reduced. To quantify the aerodynamic characteristics and flow mechanisms of a hummingbird wing throughout the annual cycle, time-accurate aerodynamic loads and flow field measurements were correlated over a dynamically scaled wing model of Anna's hummingbird ( Calypte anna ). We present measurements recorded over a model of a complete wing to evaluate the baseline aerodynamic characteristics and flow mechanisms. We found that the vorticity concentration that had developed from the wing's leading-edge differs from the attached vorticity structure that was typically found over insects' wings; firstly, it is more elongated along the wing chord, and secondly, it encounters high levels of fluctuations rather than a steady vortex. Lift characteristics resemble those of insects; however, a 20% increase in the lift-to-torque ratio was obtained for the hummingbird wing model. Time-accurate aerodynamic loads were also used to evaluate the time-evolution of the specific power required from the flight muscles, and the overall wingbeat power requirements nicely matched previous studies.

Class III / short line system inventory to determine 286,000 lb (129,844 kg) railcar operational status in Kansas : final report.

DOT National Transportation Integrated Search

2017-08-01

The rail industrys recent shift towards larger and heavier railcars has influenced Class III/short line railroad operation and track maintenance costs. Class III railroads earn less than $38.1 million in annual revenue and generally operate first ...

Class III / short line system inventory to determine 286,000 lb (129,844 kg) railcar operational status in Kansas : technical summary.

DOT National Transportation Integrated Search

2017-08-01

The rail industrys recent shift towards larger and heavier railcars has influenced Class III/short line railroad operation and track maintenance costs. Class III railroads earn less than $38.1 million in annual revenue and generally operate first ...

Static and Vibration Analyses of General Wing Structures Using Equivalent Plate Models

NASA Technical Reports Server (NTRS)

Kapania, Rakesh K.; Liu, Youhua

1999-01-01

An efficient method, using equivalent plate model, is developed for studying the static and vibration analyses of general built-up wing structures composed of skins, spars, and ribs. The model includes the transverse shear effects by treating the built-up wing as a plate following the Reissner-Mindlin theory, the so-called First-order Shear Deformation Theory (FSDT). The Ritz method is used with the Legendre polynomials being employed as the trial functions. This is in contrast to previous equivalent plate model methods which have used simple polynomials, known to be prone to numerical ill-conditioning, as the trial functions. The present developments are evaluated by comparing the results with those obtained using MSC/NASTRAN, for a set of examples. These examples are: (i) free-vibration analysis of a clamped trapezoidal plate with (a) uniform thickness, and (b) non-uniform thickness varying as an airfoil, (ii) free-vibration and static analyses (including skin stress distribution) of a general built-up wing, and (iii) free-vibration and static analyses of a swept-back box wing. The results obtained by the present equivalent plate model are in good agreement with those obtained by the finite element method.

Flies compensate for unilateral wing damage through modular adjustments of wing and body kinematics.

PubMed

Muijres, Florian T; Iwasaki, Nicole A; Elzinga, Michael J; Melis, Johan M; Dickinson, Michael H

2017-02-06

Using high-speed videography, we investigated how fruit flies compensate for unilateral wing damage, in which loss of area on one wing compromises both weight support and roll torque equilibrium. Our results show that flies control for unilateral damage by rolling their body towards the damaged wing and by adjusting the kinematics of both the intact and damaged wings. To compensate for the reduction in vertical lift force due to damage, flies elevate wingbeat frequency. Because this rise in frequency increases the flapping velocity of both wings, it has the undesired consequence of further increasing roll torque. To compensate for this effect, flies increase the stroke amplitude and advance the timing of pronation and supination of the damaged wing, while making the opposite adjustments on the intact wing. The resulting increase in force on the damaged wing and decrease in force on the intact wing function to maintain zero net roll torque. However, the bilaterally asymmetrical pattern of wing motion generates a finite lateral force, which flies balance by maintaining a constant body roll angle. Based on these results and additional experiments using a dynamically scaled robotic fly, we propose a simple bioinspired control algorithm for asymmetric wing damage.

Low-speed wind tunnel test results of the Canard Rotor/Wing concept

NASA Technical Reports Server (NTRS)

Bass, Steven M.; Thompson, Thomas L.; Rutherford, John W.; Swanson, Stephen

1993-01-01

The Canard Rotor/Wing (CRW), a high-speed rotorcraft concept, was tested at the National Aeronautics and Space Administration (NASA) Ames Research Center's 40- by 80-Foot Wind Tunnel in Mountain View, California. The 1/5-scale model was tested to identify certain low-speed, fixed-wing, aerodynamic characteristics of the configuration and investigate the effectiveness of two empennages, an H-Tail and a T-Tail. The paper addresses the principal test objectives and the results achieved in the wind tunnel test. These are summarized as: i) drag build-up and differences between the H-Tail and T-Tail configuration, ii) longitudinal stability of the H-Tail and T-Tail configurations in the conversion and cruise modes, iii) control derivatives for the canard and elevator in the conversion and cruise modes, iv) aerodynamic characteristics of varying the rotor/wing azimuth position, and v) canard and tail lift/trim capability for conversion conditions.

Flexible Wing Model for Structural Sizing and Multidisciplinary Design Optimization of a Strut-Braced Wing

NASA Technical Reports Server (NTRS)

Gern, Frank H.; Naghshineh, Amir H.; Sulaeman, Erwin; Kapania, Rakesh K.; Haftka, Raphael T.

2000-01-01

This paper describes a structural and aeroelastic model for wing sizing and weight calculation of a strut-braced wing. The wing weight is calculated using a newly developed structural weight analysis module considering the special nature of strut-braced wings. A specially developed aeroelastic model enables one to consider wing flexibility and spanload redistribution during in-flight maneuvers. The structural model uses a hexagonal wing-box featuring skin panels, stringers, and spar caps, whereas the aerodynamics part employs a linearized transonic vortex lattice method. Thus, the wing weight may be calculated from the rigid or flexible wing spanload. The calculations reveal the significant influence of the strut on the bending material weight of the wing. The use of a strut enables one to design a wing with thin airfoils without weight penalty. The strut also influences wing spanload and deformations. Weight savings are not only possible by calculation and iterative resizing of the wing structure according to the actual design loads. Moreover, as an advantage over the cantilever wing, employment of the strut twist moment for further load alleviation leads to increased savings in structural weight.

Effect of wing flexibility on the experimental aerodynamic characteristics of an oblique wing

NASA Technical Reports Server (NTRS)

Hopkins, E. J.; Yee, S. C.

1977-01-01

A solid-aluminum oblique wing was designed to deflect considerably under load so as to relieve the asymmetric spanwise stalling that is characteristic of this type of wing by creating washout on the trailing wing panel and washin on the leading wing panel. Experimental forces, and pitching, rolling and yawing moments were measured with the wing mounted on a body of revolution. In order to vary the dynamic pressure, measurements were made at several unit Reynolds numbers, and at Mach numbers. The wing was investigated when unswept (at subsonic Mach numbers only) and when swept 45 deg, 50 deg, and 60 deg. The wing was straight tapered in planform, had an aspect ratio of 7.9 (based on the unswept span), and a profile with a maximum thickness of 4 percent chord. The results substantiate the concept that an oblique wing designed with the proper amount of flexibility self relieves itself of asymmetric spanwise stalling and the associated nonlinear moment curves.

LANN wing design

NASA Technical Reports Server (NTRS)

Firth, G. C.

1983-01-01

The LANN wing is the result of a joint effort between Lockheed, the Air Force, NASA, and the Netherlands to measure unsteady pressures at transonic speeds. It is a moderate-aspect-ratio transport wing configuration. The wing was machined from NITRONIC 40 and has 12 percent thick supercritical airfoil sections.

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

NASA Astrophysics Data System (ADS)

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

2017-06-01

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

Test results from large wing and fuselage panels

NASA Technical Reports Server (NTRS)

Madan, Ram C.; Voldman, Mike

1993-01-01

This paper presents the first results in an assessment of the strength, stiffness, and damage tolerance of stiffened wing and fuselage subcomponents. Under this NASA funded program, 10 large wing and fuselage panels, variously fabricated by automated tow placement and dry-stitched preform/resin transfer molding, are to be tested. The first test of an automated tow placement six-longeron fuselage panel under shear load was completed successfully. Using NASTRAN finite-element analysis the stiffness of the panel in the linear range prior to buckling was predicted within 3.5 percent. A nonlinear analysis predicted the buckling load within 10 percent and final failure load within 6 percent. The first test of a resin transfer molding six-stringer wing panel under compression was also completed. The panel failed unexpectedly in buckling because of inadequate supporting structure. The average strain was 0.43 percent with a line load of 20.3 kips per inch of width. This strain still exceeds the design allowable strains. Also, the stringers did not debond before failure, which is in contrast to the general behavior of unstitched panels.

Aerodynamic shape optimization of wing and wing-body configurations using control theory

NASA Technical Reports Server (NTRS)

Reuther, James; Jameson, Antony

1995-01-01

This paper describes the implementation of optimization techniques based on control theory for wing and wing-body design. In previous studies it was shown that control theory could be used to devise an effective optimization procedure for airfoils and wings in which the shape and the surrounding body-fitted mesh are both generated analytically, and the control is the mapping function. Recently, the method has been implemented for both potential flows and flows governed by the Euler equations using an alternative formulation which employs numerically generated grids, so that it can more easily be extended to treat general configurations. Here results are presented both for the optimization of a swept wing using an analytic mapping, and for the optimization of wing and wing-body configurations using a general mesh.

Chicken line-dependent mortality after experimental infection with three type IIxIII recombinant Toxoplasma gondii clones.

PubMed

Schares, G; Herrmann, D C; Maksimov, P; Matzkeit, B; Conraths, F J; Moré, G; Preisinger, R; Weigend, S

2017-09-01

Three genetically different clones of Toxoplasma gondii, also different in mouse virulence, were studied by experimental infection in chickens. For the experiments, four chicken lines were used, which differed in phylogenetic origin and performance level: two white egg layer lines, one with high laying performance (WLA), one with low (R11) and two brown layer lines, also displaying high (BLA) and low (L68) egg number. Chickens were intraperitoneally infected with three different T. gondii isolates representing type IIxIII recombinant clones, i.e. showing both, type II- and type III-specific alleles. These clones (K119/2 2C10, B136/1 B6H6, K119/2 A7) had exhibited virulence differences in a mouse model. In chickens, a significantly higher mortality was observed in white layer lines, but not in brown layer lines, suggesting that differences in the phylogenetic background may influence the susceptibility of chickens for toxoplasmosis. In addition, antibody (IgY) levels varied in surviving chickens at 31 days post infection. While low to intermediate antibody levels were observed in white layers, intermediate to high levels were measured in brown layers. Infection with a T. gondii clone showing low chicken virulence resulted in higher antibody levels in all chicken lines compared to infection with T. gondii clones of intermediate or high chicken virulence. This was in agreement with the parasite load as determined by real-time PCR. Overall, results show that progeny resulting from natural sexual recombination of T. gondii clonal lineages, may differ in their virulence for mice and chickens. Copyright © 2016 Elsevier Inc. All rights reserved.

The embryonic organization of the imaginal wing disc ofDrosophila melanogaster.

PubMed

Ripoll, P

1972-09-01

1. Gynandromorphs were recovered fromIn(1) X c2 ,w vC /y Hw f 36a females. The distribution and frequency of the adult male and female areas indicate a very early loss of theIn(1) X c2 ,w vC chromosome. An analysis of mosaicism of the dorsal thoracic structures was carried out in order to derive a morphogenetic map of the location of their presumptive cells. It was constructed using 12 landmarks in the notum, 16 in the wing surface, the humerus and the haltere. 2. By several methods, the minimal number of cells populating the dorsal mesothoracic anlage was estimated to be about 40. 3. A map of the distances in trichomes-adult cells-between landmarks in the notum and the wing is presented. A comparison of the morphogenetic map and the adult map shows regional differences in growth. Whereas in the notum growth is isodiametrical, in the wing growth is preferentially along the proximo-distal axis of the anlage. However, the calculated mean mitotic rate is the same in both wing and notum. 4. Mosaicism in the notum is undetermined with respect to the adult structures. In the wing a virtual line along vein IV separates two wing regions, anterior and posterior, with different morphogenetic characteristics. 5. Possible morphogenetic mechanisms controlling the mesothoracic disc development are discussed.

Flies compensate for unilateral wing damage through modular adjustments of wing and body kinematics

PubMed Central

Iwasaki, Nicole A.; Elzinga, Michael J.; Melis, Johan M.; Dickinson, Michael H.

2017-01-01

Using high-speed videography, we investigated how fruit flies compensate for unilateral wing damage, in which loss of area on one wing compromises both weight support and roll torque equilibrium. Our results show that flies control for unilateral damage by rolling their body towards the damaged wing and by adjusting the kinematics of both the intact and damaged wings. To compensate for the reduction in vertical lift force due to damage, flies elevate wingbeat frequency. Because this rise in frequency increases the flapping velocity of both wings, it has the undesired consequence of further increasing roll torque. To compensate for this effect, flies increase the stroke amplitude and advance the timing of pronation and supination of the damaged wing, while making the opposite adjustments on the intact wing. The resulting increase in force on the damaged wing and decrease in force on the intact wing function to maintain zero net roll torque. However, the bilaterally asymmetrical pattern of wing motion generates a finite lateral force, which flies balance by maintaining a constant body roll angle. Based on these results and additional experiments using a dynamically scaled robotic fly, we propose a simple bioinspired control algorithm for asymmetric wing damage. PMID:28163885

Prison health-care wings: psychiatry's forgotten frontier?

PubMed

Forrester, Andrew; Chiu, Katrina; Dove, Samantha; Parrott, Janet

2010-02-01

There is worldwide evidence of high rates of mental disorder among prisoners, with significant co-morbidity. In England and Wales, mental health services have been introduced from the National Health Service to meet the need, but prison health-care wings have hardly been evaluated. To conduct a service evaluation of the health-care wing of a busy London remand (pre-trial) prison and examine the prevalence and range of mental health problems, including previously unrecognised psychosis. Service-use data were collected from prison medical records over a 20-week period in 2006-2007, and basic descriptive statistics were generated. Eighty-eight prisoners were admitted (4.4 per week). Most suffered from psychosis, a third of whom were not previously known to services. Eleven men were so ill that they required emergency compulsory treatment in the prison under Common Law before hospital transfer could take place. Over a quarter of the men required hospital transfer. Problem behaviours while on the prison health-care wing were common. Prison health-care wings operate front-line mental illness triaging and recognition functions and also provide care for complex individuals who display behavioural disturbance. Services are not equivalent to those in hospitals, nor the community, but instead reflect the needs of the prison in which they are situated. There is a recognised failure to divert at earlier points in the criminal justice pathway, which may be a consequence of national failure to fund services properly. Hospital treatment is often delayed.

Comparative Study of Wing Lift Distribution Analysis for High Altitude Long Endurance (HALE) Unmaned Aerial Vehicle

NASA Astrophysics Data System (ADS)

Silitonga, Faber Y.; Agoes Moelyadi, M.

2018-04-01

The development of High Altitude Long Endurance (HALE) Unmanned Aerial Vehicle (UAV) has been emerged for both civil and military purposes. Its ability of operating in high altitude with long endurance is important in supporting maritime applications.Preliminary analysis of HALE UAV lift distribution of the wing presented to give decisive consideration for its early development. Ensuring that the generated lift is enough to compensate its own weight. Therotical approach using Pradtl’s non-linear lifting line theory will be compared with modern numerical approach using Computational Fluid Dynamics (CFD). Results of wing lift distribution calculated from both methods will be compared to study the reliability of it. HALE UAV ITB has high aspect ratio wing and will be analyze at cruise flight condition. The result indicates difference between Non-linear Lifting Line and CFD method.

Ancient Wings: animating the evolution of butterfly wing patterns.

PubMed

Arbesman, Samuel; Enthoven, Leo; Monteiro, Antónia

2003-10-01

Character optimization methods can be used to reconstruct ancestral states at the internal nodes of phylogenetic trees. However, seldom are these ancestral states visualized collectively. Ancient Wings is a computer program that provides a novel method of visualizing the evolution of several morphological traits simultaneously. It allows users to visualize how the ventral hindwing pattern of 54 butterflies in the genus Bicyclus may have changed over time. By clicking on each of the nodes within the evolutionary tree, the user can see an animation of how wing size, eyespot size, and eyespot position relative the wing margin, have putatively evolved as a collective whole. Ancient Wings may be used as a pedagogical device as well as a research tool for hypothesis-generation in the fields of evolutionary, ecological, and developmental biology.

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

NASA Technical Reports Server (NTRS)

Johnson, W. A.

1972-01-01

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

Numerical study of the trailing vortex of a wing with wing-tip blowing

NASA Technical Reports Server (NTRS)

Lim, Hock-Bin

1994-01-01

Trailing vortices generated by lifting surfaces such as helicopter rotor blades, ship propellers, fixed wings, and canard control surfaces are known to be the source of noise, vibration, cavitation, degradation of performance, and other hazardous problems. Controlling these vortices is, therefore, of practical interest. The formation and behavior of the trailing vortices are studied in the present research. In addition, wing-tip blowing concepts employing axial blowing and spanwise blowing are studied to determine their effectiveness in controlling these vortices and their effects on the performance of the wing. The 3D, unsteady, thin-layer compressible Navier-Stokes equations are solved using a time-accurate, implicit, finite difference scheme that employs LU-ADI factorization. The wing-tip blowing is simulated using the actuator plane concept, thereby, not requiring resolution of the jet slot geometry. Furthermore, the solution blanking feature of the chimera scheme is used to simplify the parametric study procedure for the wing-tip blowing. Computed results are shown to compare favorably with experimental measurements. It is found that axial wing-tip blowing, although delaying the rolling-up of the trailing vortices and the near-field behavior of the flowfield, does not dissipate the circulation strength of the trailing vortex farther downstream. Spanwise wing-tip blowing has the effect of displacing the trailing vortices outboard and upward. The increased 'wing-span' due to the spanwise wing-tip blowing has the effect of lift augmentation on the wing and the strengthening of the trailing vortices. Secondary trailing vortices are created at high spanwise wing-tip blowing intensities.

Hovering hummingbird wing aerodynamics during the annual cycle. I. Complete wing

PubMed Central

Sapir, Nir; Elimelech, Yossef

2017-01-01

The diverse hummingbird family (Trochilidae) has unique adaptations for nectarivory, among which is the ability to sustain hover-feeding. As hummingbirds mainly feed while hovering, it is crucial to maintain this ability throughout the annual cycle—especially during flight-feather moult, in which wing area is reduced. To quantify the aerodynamic characteristics and flow mechanisms of a hummingbird wing throughout the annual cycle, time-accurate aerodynamic loads and flow field measurements were correlated over a dynamically scaled wing model of Anna’s hummingbird (Calypte anna). We present measurements recorded over a model of a complete wing to evaluate the baseline aerodynamic characteristics and flow mechanisms. We found that the vorticity concentration that had developed from the wing’s leading-edge differs from the attached vorticity structure that was typically found over insects’ wings; firstly, it is more elongated along the wing chord, and secondly, it encounters high levels of fluctuations rather than a steady vortex. Lift characteristics resemble those of insects; however, a 20% increase in the lift-to-torque ratio was obtained for the hummingbird wing model. Time-accurate aerodynamic loads were also used to evaluate the time-evolution of the specific power required from the flight muscles, and the overall wingbeat power requirements nicely matched previous studies. PMID:28878971

Environmental Assessment: Proposed Construction, Demolition, and Other Actions at the 126th Air Refueling Wing Illinois Air National Guard

DTIC Science & Technology

2006-06-05

µg/m3 micrograms per cubic meter 126 ARW 126th Air Refueling Wing 375 AW 375th Airlift Wing 375 CES/CEV 375th Civil Engineering Squadron...Environmental Policy Act NHPA National Historic Preservation Act NO2 nitrogen dioxide NOx nitrogen oxides NPDES National Pollutant Discharge...by the DoD Fuel Facility Engineering Panel, as well as environmental guidelines, and therefore must be reconfigured to conform to the NEC Type III

The effect of orthognathic surgery on the lip lines while smiling in skeletal class III patients with facial asymmetry.

PubMed

Kang, Sang-Hoon; Kim, Moon-Key; An, Sang-In; Lee, Ji-Yeon

2016-12-01

The aim of this study was to examine the relationship between improvements in lip asymmetry at rest and while smiling after orthognathic surgery in patients with skeletal class III malocclusion. This study included 21 patients with skeletal class III malocclusion and facial asymmetry. We used preoperative and postoperative CT data and photographs to measure the vertical distance of the lips when smiling. The photographs were calibrated based on these distances and the CT image. We compared preoperative and postoperative results with the t test and correlations between measurements at rest and when smiling by regression analyses. There were significant correlations between the postoperative changes in canting of the mouth corners at rest, canting of the canines, canting of the first molars, the slope of the line connecting the canines, and the slope of the line connecting first molars. The magnitude of the postoperative lip line improvement while smiling was not significantly correlated with changes in the canting and slopes of the canines, molars, and lip lines at rest. It remains difficult to predict lip line changes while smiling compared with at rest after orthognathic surgery in patients with mandibular prognathism, accompanied by facial asymmetry.

SMA actuators for morphing wings

NASA Astrophysics Data System (ADS)

Brailovski, V.; Terriault, P.; Georges, T.; Coutu, D.

An experimental morphing laminar wing was developed to prove the feasibility of aircraft fuel consumption reduction through enhancement of the laminar flow regime over the wing extrados. The morphing wing prototype designed for subsonic cruise flight conditions (Mach 0.2 … 0.3; angle of attack - 1 … +2∘), combines three principal subsystems: (1) flexible extrados, (2) rigid intrados and (3) an actuator group located inside the wing box. The morphing capability of the wing relies on controlled deformation of the wing extrados under the action of shape memory alloys (SMA) actuators. A coupled fluid-structure model of the morphing wing was used to evaluate its mechanical and aerodynamic performances in different flight conditions. A 0.5 m chord and 1 m span prototype of the morphing wing was tested in a subsonic wind tunnel. In this work, SMA actuators for morphing wings were modeled using a coupled thermo-mechanical finite element model and they were windtunnel validated. If the thermo-mechanical model of SMA actuators presented in this work is coupled with the previously developed structureaerodynamic model of the morphing wing, it could serve for the optimization of the entire morphing wing system.

Fruit fly scale robots can hover longer with flapping wings than with spinning wings.

PubMed

Hawkes, Elliot W; Lentink, David

2016-10-01

Hovering flies generate exceptionally high lift, because their wings generate a stable leading edge vortex. Micro flying robots with a similar wing design can generate similar high lift by either flapping or spinning their wings. While it requires less power to spin a wing, the overall efficiency depends also on the actuator system driving the wing. Here, we present the first holistic analysis to calculate how long a fly-inspired micro robot can hover with flapping versus spinning wings across scales. We integrate aerodynamic data with data-driven scaling laws for actuator, electronics and mechanism performance from fruit fly to hummingbird scales. Our analysis finds that spinning wings driven by rotary actuators are superior for robots with wingspans similar to hummingbirds, yet flapping wings driven by oscillatory actuators are superior at fruit fly scale. This crossover is driven by the reduction in performance of rotary compared with oscillatory actuators at smaller scale. Our calculations emphasize that a systems-level analysis is essential for trading-off flapping versus spinning wings for micro flying robots. © 2016 The Author(s).

Fruit fly scale robots can hover longer with flapping wings than with spinning wings

PubMed Central

Lentink, David

2016-01-01

Hovering flies generate exceptionally high lift, because their wings generate a stable leading edge vortex. Micro flying robots with a similar wing design can generate similar high lift by either flapping or spinning their wings. While it requires less power to spin a wing, the overall efficiency depends also on the actuator system driving the wing. Here, we present the first holistic analysis to calculate how long a fly-inspired micro robot can hover with flapping versus spinning wings across scales. We integrate aerodynamic data with data-driven scaling laws for actuator, electronics and mechanism performance from fruit fly to hummingbird scales. Our analysis finds that spinning wings driven by rotary actuators are superior for robots with wingspans similar to hummingbirds, yet flapping wings driven by oscillatory actuators are superior at fruit fly scale. This crossover is driven by the reduction in performance of rotary compared with oscillatory actuators at smaller scale. Our calculations emphasize that a systems-level analysis is essential for trading-off flapping versus spinning wings for micro flying robots. PMID:27707903

Paleozoic Nymphal Wing Pads Support Dual Model of Insect Wing Origins.

PubMed

Prokop, Jakub; Pecharová, Martina; Nel, André; Hörnschemeyer, Thomas; Krzemińska, Ewa; Krzemiński, Wiesław; Engel, Michael S

2017-01-23

The appearance of wings in insects, early in their evolution [1], has been one of the more critical innovations contributing to their extraordinary diversity. Despite the conspicuousness and importance of wings, the origin of these structures has been difficult to resolve and represented one of the "abominable mysteries" in evolutionary biology [2]. More than a century of debate has boiled the matter down to two competing alternatives-one of wings representing an extension of the thoracic notum, the other stating that they are appendicular derivations from the lateral body wall. Recently, a dual model has been supported by genomic and developmental data [3-6], representing an amalgamation of elements from both the notal and pleural hypotheses. Here, we reveal crucial information from the wing pad joints of Carboniferous palaeodictyopteran insect nymphs using classical and high-tech techniques. These nymphs had three pairs of wing pads that were medially articulated to the thorax but also broadly contiguous with the notum anteriorly and posteriorly (details unobservable in modern insects), supporting their overall origin from the thoracic notum as well as the expected medial, pleural series of axillary sclerites. Our study provides support for the formation of the insect wing from the thoracic notum as well as the already known pleural elements of the arthropodan leg. These results support the unique, dual model for insect wing origins and the convergent reduction of notal fusion in more derived clades, presumably due to wing rotation during development, and they help to bring resolution to this long-standing debate. Copyright © 2017 Elsevier Ltd. All rights reserved.

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

PubMed

Bluman, James; Kang, Chang-Kwon

2017-06-15

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

Effect of wing bend on the experimental force and moment characteristics of an oblique wing

NASA Technical Reports Server (NTRS)

Hopkins, E. J.; Nelson, E. R.

1976-01-01

Static longitudinal and lateral/directional force and moment characteristics are presented for an elliptical oblique wing mounted on top of a Sears-Haack body of revolution. The wing had an aspect ratio of 6 (based on the unswept span) and was tested at various sweep angles relative to the body axis ranging from 0 to 60 deg. In an attempt to create more symmetrical spanwise wing stalling characteristics, both wing panels were bent upward to produce washout on the trailing wing panel and washing on the leading wing panel. Small fluorescent tufts were attached to the wing surface to indicate the stall progression on the wing. The tests were conducted throughout a Mach number range from 0.6 to 1.4 at a constant unit Reynolds number of 8.2 x 10 per meter. The test results indicate that upward bending of the wing panels had only a small effect on the linearity of the moment curves and would require an impractical wing-pivot location at low lift to eliminate the rolling moment resulting from this bending.

Adaptive wing structures

NASA Astrophysics Data System (ADS)

Perkins, David A.; Reed, John L., Jr.; Havens, Ernie

2004-07-01

Cornerstone Research Group, Inc. (CRG), with specific no-cost guidance and support from Lockheed Martin, proposed to significantly increase the capability of loitering Unmanned Air Vehicles (UAVs) by developing a unique adaptive wing structure. This technology will offer significant operational benefit to air vehicles of this type currently under development. The development of this adaptive wing structure will enable such aircraft to adapt their wing configuration to maximize efficiency in each flight regime experienced during their mission. Additionally, the benefits of this development program will enhance the agility and maneuverability of the vehicle; therefore increasing its mission capability. The specific morphing ability CRG proposed to develop was a controlled expansion and contraction of the wing chord, which increases the wing planform area and therefore the lift produced. CRG proved feasibility of this concept and developed a sub-scale prototype integrating smart materials developed at CRG.

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

NASA Astrophysics Data System (ADS)

Bluman, James Edward

Insect wings are flexible. However, the influence of wing flexibility on the flight dynamics of insects and flapping wing micro air vehicles is unknown. Most studies in the literature consider rigid wings and conclude that the hover equilibrium is unstable. This dissertation shows that a flapping wing flyer with flexible wings exhibits stable natural modes of the open loop system in hover, never reported before. The free-flight insect flight dynamics is modeled for both flexible and rigid wings. Wing mass and inertia are included in the nonlinear equations of motion. The flapping wing aerodynamics are modeled using a quasi-steady model, a well-validated two dimensional Navier Stokes model, and a coupled, two dimensional Navier Stokes - Euler Bernoulli beam model that accurately models the fluid-structure interaction of flexible wings. Hover equilibrium is systematically and efficiently determined with a coupled quasi-steady and Navier-Stokes equation trimmer. The power and stability are reported at hover while parametrically varying the pitch axis location for rigid wings and the structural stiffness for flexible wings. The results indicate that the rigid wings possess an unstable oscillatory mode mainly due to their pitch sensitivity to horizontal velocity perturbations. The flexible wings stabilize this mode primarily by adjusting their wing shape in the presence of perturbations. The wing's response to perturbations generates significantly more horizontal velocity damping and pitch rate damping than in rigid wings. Furthermore, the flexible wings experience substantially less wing wake interaction, which, for rigid wings, is destabilizing. The power required to hover a fruit fly with actively rotating rigid wings varies between 16.9 and 34.2 W/kg. The optimal power occurs when the pitch axis is located at 30% chord, similar to some biological observations. Flexible wings require 23.1 to 38.5 W/kg. However, flexible wings exhibit more stable system dynamics and

[Triple no loop Endobutton plate combined with Orthcord line for the treatment of acromioclavicular dislocation of Tossy type III].

PubMed

Xia, Ming-Hua; Xie, Shui-Hua; Wu, Jun; Zhang, Wen-Qing; Chen, Wei-Dong; He, Jian-Hua; Ding, Hao; Hu, Qian-Qin; Wang, Xiao-Peng

2016-07-25

To explore the clinical effects of the triple no loop Endobutton plate combined with Orthcord line in treating acromioclavicular dislocation of Tossy type III. Between February 2011 and September 2013, 36 patients with acromioclavicular dislocation of Tossy type III were treated with triple no loop Endobutton plate and Orthcord line. There were 21 males and 15 females, aged from 9 to 48 years old with an average of (26.41±14.05) years. Couse of disease was from 2 to 7 days in the patients. The patients had the clinical manifestations such as shoulder pain, extension limited, acromioclavicular tenderness, positive organ point sign. Clinical effects were assessed by acromioclavicular scoring system. Thirty six patients were followed up from 8 to 15 months with an average of (12.2±4.3) months. All incisions got primary healing. At the final follow up, all shoulder pain vanished, acromioclavicular joints without tenderness, negative organ point sign. No redislocation and steel plate loosening were found. According to the acromioclavicular scoring system, 31 cases obtained excellent results, 5 good. The method of triple no loop Endobutton plate combined with Orthcord line for acromioclavicular dislocation of Tossy type III has advantage of less risk and complication, good functional rehabilitation and is an ideal method.

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

NASA Astrophysics Data System (ADS)

Suzuki, Kosuke; Yoshino, Masato

2017-06-01

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

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.

Hot prominence detected in the core of a coronal mass ejection. II. Analysis of the C III line detected by SOHO/UVCS

NASA Astrophysics Data System (ADS)

Jejčič, S.; Susino, R.; Heinzel, P.; Dzifčáková, E.; Bemporad, A.; Anzer, U.

2017-11-01

Context. We study the physics of erupting prominences in the core of coronal mass ejections (CMEs) and present a continuation of a previous analysis. Aims: We determine the kinetic temperature and microturbulent velocity of an erupting prominence embedded in the core of a CME that occurred on August 2, 2000 using the Ultraviolet Coronagraph and Spectrometer observations (UVCS) on board the Solar and Heliospheric Observatory (SOHO) simultaneously in the hydrogen Lα and C III lines. We develop the non-LTE (departures from the local thermodynamic equilibrium - LTE) spectral diagnostics based on Lα and Lβ measured integrated intensities to derive other physical quantities of the hot erupting prominence. Based on this, we synthesize the C III line intensity to compare it with observations. Methods: Our method is based on non-LTE modeling of eruptive prominences. We used a general non-LTE radiative-transfer code only for optically thin prominence points because optically thick points do not allow the direct determination of the kinetic temperature and microturbulence from the line profiles. The input parameters of the code were the kinetic temperature and microturbulent velocity derived from the Lα and C III line widths, as well as the integrated intensity of the Lα and Lβ lines. The code runs in three loops to compute the radial flow velocity, electron density, and effective thickness as the best fit to the Lα and Lβ integrated intensities within the accuracy defined by the absolute radiometric calibration of UVCS data. Results: We analyzed 39 observational points along the whole erupting prominence because for these points we found a solution for the kinetic temperature and microturbulent velocity. For these points we ran the non-LTE code to determine best-fit models. All models with τ0(Lα) ≤ 0.3 and τ0(C III) ≤ 0.3 were analyzed further, for which we computed the integrated intensity of the C III line using a two-level atom. The best agreement between

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

NASA Technical Reports Server (NTRS)

Henderson, W. P.

1978-01-01

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

17. WEST WING, EAST SIDE, TO RIGHT: SOUTH WING NORTH ...

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

17. WEST WING, EAST SIDE, TO RIGHT: SOUTH WING NORTH SIDE, IN BACKGROUND - Fort Sam Houston, San Antonio Quartermaster Depot, Northwest corner of New Braunfels Avenue & Grayson Street, San Antonio, Bexar County, TX

Loads calibrations of strain gage bridges on the DAST project Aeroelastic Research Wing (ARW-2)

NASA Technical Reports Server (NTRS)

Eckstrom, C. V.

1986-01-01

Results from and details of the procedure used to calibrate strain gage bridges for measurements of wing structural loads, shear (V), bending moment (M), and torque (T), at three semispan stations on both the left and right semispans of the ARW-2 wing are presented. The ARW-2 wing has a reference area of 35 square feet, a span of 19 feet, an aspect ratio of 10.3, a midchord line sweepback angle of 25 degrees, and a taper ratio of 0.4. The ARW-2 wing was fabricated using aluminum spars and ribs covered with a fiberglass/honeycomb sandwich skin material. All strain gage bridges are mounted along with an estimate of their accuracy by means of a comparison of computed loads versus actual loads for three simulated flight conditions.

Far wing depolarization of light - Generalized absorption profiles. [in laser fluorescence spectroscopy of Sr vapor

NASA Technical Reports Server (NTRS)

Thomann, P.; Burnett, K.; Cooper, J.

1981-01-01

An absorption (and/or emission) event which takes place during a strong collision is called a 'correlated event'. It is discussed how correlated events affect the far red wing depolarization of fluorescence. Attention is given to an atomic vapor which is irradiated by linearly polarized light of a frequency on the red side of the resonance line. Two limiting cases are considered, corresponding to excitation in the impact region and in the quasi-static wing. In the quasi-static wing, absorption of a photon followed by fluorescence (rather than Rayleigh scattering), occurs mostly during a collision. Correlated events dominate the scattering process. Expressions derived for the polarization of the fluorescent light are applied to far red wing depolarization. It is found that the polarization of the fluorescent light does not go to zero in the far wing, but depends crucially on the detailed nature of the anisotropy in the long-range part of the interatomic potential.

Attachment-Line Heating in a Compressible Flow

NASA Astrophysics Data System (ADS)

Reed, Helen; Saric, William

2011-11-01

The attachment-line boundary layer on a swept wing can be subject to either an instability or contamination by wing-root turbulence. A model of the attachment-line boundary layer is first developed including compressibility and wall heating in a Falkner-Skan-Cooke class of 3-D boundary layers with Hartree parameter of 1.0. For cases otherwise subcritical to either contamination or instability, the destabilizing effect of leading-edge heating under a variety of sweep angles and flight conditions is demonstrated. The results correlate with the attachment-line Reynolds number. Because the required heating levels are reasonable and achievable to trip the flow over the wing to turbulent, one possible application of this work is in the establishing of a baseline turbulent flow (on demand) for the calibration of a laminar-flow-control health monitoring system. *Portion based on work under Framework Agreement between Airbus Americas and NIA, and opinions, findings, conclusions do not necessarily reflect views of Airbus or NIA. Support from AFOSR/NASA National Center for Hypersonic Research in Laminar-Turbulent Transition through Grant FA9550-09-1-0341 gratefully acknowledged.

Straight-line climbing flight aerodynamics of a fruit bat

NASA Astrophysics Data System (ADS)

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

2014-02-01

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

Hovering hummingbird wing aerodynamics during the annual cycle. II. Implications of wing feather moult

PubMed Central

Sapir, Nir; Elimelech, Yossef

2018-01-01

Birds usually moult their feathers in a particular sequence which may incur aerodynamic, physiological and behavioural implications. Among birds, hummingbirds are unique species in their sustained hovering flight. Because hummingbirds frequently hover-feed, they must maintain sufficiently high flight capacities even when moulting their flight feathers. A hummingbird wing consists of 10 primary flight feathers whose absence during moult may strongly affect wing performance. Using dynamic similarity rules, we compared time-accurate aerodynamic loads and flow field measurements over several wing geometries that follow the natural feather moult sequence of Calypte anna, a common hummingbird species in western North America. Our results suggest a drop of more than 20% in lift production during the early stages of the moult sequence in which mid-wing flight feathers are moulted. We also found that the wing's ability to generate lift strongly depended on the morphological integrity of the outer primaries and leading-edge. These findings may explain the evolution of wing morphology and moult attributes. Specifically, the high overlap between adjacent wing feathers, especially at the wing tip, and the slow sequential replacement of the wing feathers result in a relatively small reduction in wing surface area during moult with limited aerodynamic implications. We present power and efficiency analyses for hover flight during moult under several plausible scenarios, suggesting that body mass reduction could be a compensatory mechanism that preserves the energetic costs of hover flight. PMID:29515884

Hovering hummingbird wing aerodynamics during the annual cycle. II. Implications of wing feather moult.

PubMed

Achache, Yonathan; Sapir, Nir; Elimelech, Yossef

2018-02-01

Birds usually moult their feathers in a particular sequence which may incur aerodynamic, physiological and behavioural implications. Among birds, hummingbirds are unique species in their sustained hovering flight. Because hummingbirds frequently hover-feed, they must maintain sufficiently high flight capacities even when moulting their flight feathers. A hummingbird wing consists of 10 primary flight feathers whose absence during moult may strongly affect wing performance. Using dynamic similarity rules, we compared time-accurate aerodynamic loads and flow field measurements over several wing geometries that follow the natural feather moult sequence of Calypte anna , a common hummingbird species in western North America. Our results suggest a drop of more than 20% in lift production during the early stages of the moult sequence in which mid-wing flight feathers are moulted. We also found that the wing's ability to generate lift strongly depended on the morphological integrity of the outer primaries and leading-edge. These findings may explain the evolution of wing morphology and moult attributes. Specifically, the high overlap between adjacent wing feathers, especially at the wing tip, and the slow sequential replacement of the wing feathers result in a relatively small reduction in wing surface area during moult with limited aerodynamic implications. We present power and efficiency analyses for hover flight during moult under several plausible scenarios, suggesting that body mass reduction could be a compensatory mechanism that preserves the energetic costs of hover flight.

Over-the-wing propeller

NASA Technical Reports Server (NTRS)

Johnson, Joseph L., Jr. (Inventor); White, E. Richard (Inventor)

1986-01-01

This invention is an aircraft with a system for increasing the lift drag ratio over a broad range of operating conditions. The system positions the engines and nacelles over the wing in such a position that gains in propeller efficiency is achieved simultaneously with increases in wing lift and a reduction in wing drag. Adverse structural and torsional effects on the wings are avoided by fuselage mounted pylons which attach to the upper portion of the fuselage aft of the wings. Similarly, pylon-wing interference is eliminated by moving the pylons to the fuselage. Further gains are achieved by locating the pylon surface area aft of the aircraft center of gravity, thereby augmenting both directional and longitudinal stability. This augmentation has the further effect of reducing the size, weight and drag of empennage components. The combination of design changes results in improved cruise performance and increased climb performance while reducing fuel consumption and drag and weight penalties.

Analysis of iced wings

NASA Technical Reports Server (NTRS)

Cebeci, T.; Chen, H. H.; Kaups, K.; Schimke, S.; Shin, J.

1992-01-01

A method for computing ice shapes along the leading edge of a wing and a method for predicting its aerodynamic performance degradation due to icing is described. Ice shapes are computed using an extension of the LEWICE code which was developed for airfoils. The aerodynamic properties of the iced wing are determined with an interactive scheme in which the solutions of the inviscid flow equations are obtained from a panel method and the solutions of the viscous flow equations are obtained from an inverse three-dimensional finite-difference boundary-layer method. A new interaction law is used to couple the inviscid and viscous flow solutions. The application of the LEWICE wing code to the calculation of ice shapes on a MS-317 swept wing shows good agreement with measurements. The interactive boundary-layer method is applied to a tapered ice wing in order to study the effect of icing on the aerodynamic properties of the wing at several angles of attack.

Proteome-wide association studies identify biochemical modules associated with a wing-size phenotype in Drosophila melanogaster.

PubMed

Okada, Hirokazu; Ebhardt, H Alexander; Vonesch, Sibylle Chantal; Aebersold, Ruedi; Hafen, Ernst

2016-09-01

The manner by which genetic diversity within a population generates individual phenotypes is a fundamental question of biology. To advance the understanding of the genotype-phenotype relationships towards the level of biochemical processes, we perform a proteome-wide association study (PWAS) of a complex quantitative phenotype. We quantify the variation of wing imaginal disc proteomes in Drosophila genetic reference panel (DGRP) lines using SWATH mass spectrometry. In spite of the very large genetic variation (1/36 bp) between the lines, proteome variability is surprisingly small, indicating strong molecular resilience of protein expression patterns. Proteins associated with adult wing size form tight co-variation clusters that are enriched in fundamental biochemical processes. Wing size correlates with some basic metabolic functions, positively with glucose metabolism but negatively with mitochondrial respiration and not with ribosome biogenesis. Our study highlights the power of PWAS to filter functional variants from the large genetic variability in natural populations.

Constraints on the merging of the transition lines at the tricritical point in a wing-structure phase diagram

DOE PAGES

Taufour, Valentin; Kaluarachchi, Udhara S.; Kogan, Vladimir G.

2016-08-19

Here, we consider the phase diagram of a ferromagnetic system driven to a quantum phase transition with a tuning parameter $p$. Before being suppressed, the transition becomes of the first order at a tricritical point, from which wings emerge under application of the magnetic field H in the T $-$ p $-$ H phase diagram. We show that the edge of the wings merge with tangent slopes at the tricritical point.

Aeroelastic Analysis of Aircraft: Wing and Wing/Fuselage Configurations

NASA Technical Reports Server (NTRS)

Chen, H. H.; Chang, K. C.; Tzong, T.; Cebeci, T.

1997-01-01

A previously developed interface method for coupling aerodynamics and structures is used to evaluate the aeroelastic effects for an advanced transport wing at cruise and under-cruise conditions. The calculated results are compared with wind tunnel test data. The capability of the interface method is also investigated for an MD-90 wing/fuselage configuration. In addition, an aircraft trim analysis is described and applied to wing configurations. The accuracy of turbulence models based on the algebraic eddy viscosity formulation of Cebeci and Smith is studied for airfoil flows at low Mach numbers by using methods based on the solutions of the boundary-layer and Navier-Stokes equations.

Installation Restoration Program (IRP) Site Investigation Report for IRP Site Number 4. Volume 3. Appendices D-I. 128th Air Refueling Wing, Wisconsin Air National Guard, General Billy Mitchell Field Air National Guard Base, Milwaukee, Wisconsin.

DTIC Science & Technology

1996-03-01

NATIONAL GUARD GENERAL BILLY MITCHELL FIELD AIR NATIONAL GUARD BASE MILWAUKEE, WISCONSIN MARCH 1996 ______ 19960509 134 HQ ANG/CEVR ANDREWS AFB...Report for IRP Site No. 4, Wisconsin Air National Guard, 128th Air Refueling Wing, General Billy Mitchell Field, Milwaukee, Wisconsin - Volume III...Wisconsin Air National Guard, 128th Air Refueling Wing, General Billy Mitchell Field, Milwaukee, Wisconsin, Volume III - Appendices D-I. This is the

Correlation of laser velocimeter measurements over a wing with results of two prediction techniques. [in the Langley V/STOL tunnel

NASA Technical Reports Server (NTRS)

Hoad, D. R.; Meyers, J. F.; Young, W. H., Jr.; Hepner, T. P.

1978-01-01

The flow field at the center line of an unswept wing with an aspect ratio of eight was determined using a two dimensional viscous flow prediction technique for the flow field calculation, and a three dimensional potential flow panel method to evaluate the degree of two dimensionality achieved at the wing center line. The analysis was made to provide an acceptable reference for comparison with velocity measurements obtained from a fringe type laser velocimeter optics systems operating in the backscatter mode in the Langley V/STOL tunnel. Good agreement between laser velocimeter measurements and theoretical results indicate that both methods provide a true representation of the velocity field about the wing at angles of attack of 0.6 and 4.75 deg.

Aeroelastic Wing Shaping Using Distributed Propulsion

NASA Technical Reports Server (NTRS)

Nguyen, Nhan T. (Inventor); Reynolds, Kevin Wayne (Inventor); Ting, Eric B. (Inventor)

2017-01-01

An aircraft has wings configured to twist during flight. Inboard and outboard propulsion devices, such as turbofans or other propulsors, are connected to each wing, and are spaced along the wing span. A flight controller independently controls thrust of the inboard and outboard propulsion devices to significantly change flight dynamics, including changing thrust of outboard propulsion devices to twist the wing, and to differentially apply thrust on each wing to change yaw and other aspects of the aircraft during various stages of a flight mission. One or more generators can be positioned upon the wing to provide power for propulsion devices on the same wing, and on an opposite wing.

Slotted Aircraft Wing

NASA Technical Reports Server (NTRS)

McLean, James D. (Inventor); Witkowski, David P. (Inventor); Campbell, Richard L. (Inventor)

2006-01-01

A swept aircraft wing includes a leading airfoil element and a trailing airfoil element. At least one full-span slot is defined by the wing during at least one transonic condition of the wing. The full-span slot allows a portion of the air flowing along the lower surface of the leading airfoil element to split and flow over the upper surface of the trailing airfoil element so as to achieve a performance improvement in the transonic condition.

54. PRODUCTION MOLD STORAGE, SECOND FLOOR, EAST WING. THE WALLS ...

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

54. PRODUCTION MOLD STORAGE, SECOND FLOOR, EAST WING. THE WALLS OF THIS ROOM WERE ORIGINALLY LINED WITH STEAM PIPES CONNECTED TO THE BOILER WHICH WERE USED TO DRY THE TILES BEFORE FIRING. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

Experimental and numerical analysis of the wing rock characteristics of a 'wing-body-tail' configuration

NASA Technical Reports Server (NTRS)

Suarez, Carlos J.; Smith, Brooke C.; Malcolm, Gerald N.

1993-01-01

Free-to-roll wind tunnel tests were conducted and a computer simulation exercise was performed in an effort to investigate in detail the mechanism of wing rock on a configuration that consisted of a highly-slender forebody and a 78 deg swept delta wing. In the wind tunnel test, the roll angle and wing surface pressures were measured during the wing rock motion. A limit cycle oscillation was observed for angles of attack between 22 deg and 30 deg. In general, the wind tunnel test confirmed that the main flow phenomena responsible for the wing-body-tail wing rock are the interactions between the forebody and the wing vortices. The variation of roll acceleration (determined from the second derivative of the roll angle time history) with roll angle clearly showed the energy balance necessary to sustain the limit cycle oscillation. Pressure measurements on the wing revealed the hysteresis of the wing rock process. First, second and nth order models for the aerodynamic damping were developed and examined with a one degree of freedom computer simulation. Very good agreement with the observed behavior from the wind tunnel was obtained.

Unique Signatures of Population III Stars in the Global 21-cm Signal

NASA Astrophysics Data System (ADS)

Mirocha, Jordan; Mebane, Richard H.; Furlanetto, Steven R.; Singal, Krishma; Trinh, Donald

2018-05-01

We investigate the effects of Population III stars on the sky-averaged 21-cm background radiation, which traces the collective emission from all sources of ultraviolet and X-ray photons before reionization is complete. While UV photons from Pop III stars can in principle shift the onset of radiative coupling of the 21-cm transition - and potentially reionization - to early times, we find that the remnants of Pop III stars are likely to have a more discernible impact on the 21-cm signal than Pop III stars themselves. The X-rays from such sources preferentially heat the IGM at early times, which elongates the epoch of reheating and results in a more gradual transition from an absorption signal to emission. This gradual heating gives rise to broad, asymmetric wings in the absorption signal, which stand in contrast to the relatively sharp, symmetric signals that arise in models treating Pop II sources only. A stronger signature of Pop III, in which the position of the absorption minimum becomes inconsistent with Pop II-only models, requires extreme star-forming events that may not be physically plausible, lending further credence to predictions of relatively high frequency absorption troughs, νmin ˜ 100 MHz. As a result, though the trough location alone may not be enough to indicate the presence of Pop III, the asymmetric wings should arise even if only a few Pop III stars form in each halo before the transition to Pop II star formation occurs, provided that the Pop III IMF is sufficiently top-heavy and at least some Pop III stars form in binaries.

Measurement of Oxygen A Band Line Parameters by Using Modulation Spectroscopy with Higher Harmonic Detection

NASA Technical Reports Server (NTRS)

Dharamsi, Amin

1999-01-01

Wavelength modulation spectroscopy is used to demonstrate that extremely weak absorption lines can be measured even when these lines suffer from interference from the wings of adjacent stronger lines. It is shown that the use of detection at several harmonics allows such interference to be examined clearly and conveniently. The results of experimental measurements on a weak magnetic dipole driven, spin-forbidden line in the oxygen A band, which experiences interference from the wings of a pair of adjacent lines towards the blue and red regions of line center, are presented. A comparison of the experimental results to theory is given.

Broad Halpha Wing Formation in the Planetary Nebula IC 4997.

PubMed

Lee; Hyung

2000-02-10

The young and compact planetary nebula IC 4997 is known to exhibit very broad wings with a width exceeding 5000 km s-1 around Halpha. We propose that the broad wings are formed through Rayleigh-Raman scattering that involves atomic hydrogen, by which Lybeta photons with a velocity width of a few 102 km s-1 are converted to optical photons and fill the Halpha broad wing region. The conversion efficiency reaches 0.6 near the line center, where the scattering optical depth is much larger than 1, and rapidly decreases in the far wings. Assuming that close to the central star there exists an unresolved inner compact core of high density, nH approximately 109-1010 cm-3, we use the photoionization code "CLOUDY" to show that sufficient Lybeta photons for scattering are produced. Using a top-hat-incident profile for the Lybeta flux and a scattering region with a H i column density NHi=2x1020 cm-2 and a substantial covering factor, we perform a profile-fitting analysis in order to obtain a satisfactory fit to the observed flux. We briefly discuss the astrophysical implications of the Rayleigh-Raman processes in planetary nebulae and other emission objects.

Flexible wings in flapping flight

NASA Astrophysics Data System (ADS)

Moret, Lionel; Thiria, Benjamin; Zhang, Jun

2007-11-01

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

On the autorotation of animal wings

PubMed Central

Martín-Alcántara, Antonio; Fernandez-Feria, Ramon; Dudley, Robert

2017-01-01

Botanical samaras spin about their centre of mass and create vertical aerodynamic forces which slow their rate of descent. Descending autorotation of animal wings, however, has never been documented. We report here that isolated wings from Anna's hummingbirds, and also from 10 species of insects, can stably autorotate and achieve descent speeds and aerodynamic performance comparable to those of samaras. A hummingbird wing loaded at its base with the equivalent of 50% of the bird's body mass descended only twice as fast as an unloaded wing, and rotated at frequencies similar to those of the wings in flapping flight. We found that even entire dead insects could stably autorotate depending on their wing postures. Feather removal trials showed no effect on descent velocity when the secondary feathers were removed from hummingbird wings. By contrast, partial removal of wing primaries substantially improved performance, except when only the outer primary was present. A scaling law for the aerodynamic performance of autorotating wings is well supported if the wing aspect ratio and the relative position of the spinning axis from the wing base are included. Autorotation is a useful and practical method that can be used to explore the aerodynamics of wing design. PMID:28077761

Wing Torsional Stiffness Tests of the Active Aeroelastic Wing F/A-18 Airplane

NASA Technical Reports Server (NTRS)

Lokos, William A.; Olney, Candida D.; Crawford, Natalie D.; Stauf, Rick; Reichenbach, Eric Y.

2002-01-01

The left wing of the Active Aeroelastic Wing (AAW) F/A-18 airplane has been ground-load-tested to quantify its torsional stiffness. The test has been performed at the NASA Dryden Flight Research Center in November 1996, and again in April 2001 after a wing skin modification was performed. The primary objectives of these tests were to characterize the wing behavior before the first flight, and provide a before-and-after measurement of the torsional stiffness. Two streamwise load couples have been applied. The wing skin modification is shown to have more torsional flexibility than the original configuration has. Additionally, structural hysteresis is shown to be reduced by the skin modification. Data comparisons show good repeatability between the tests.

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

NASA Astrophysics Data System (ADS)

Roesler, Bernard; Epps, Brenden

2014-11-01

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

1. View of chapel with 366th wing headquarters building on ...

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

1. View of chapel with 366th wing headquarters building on far left. Flight line with planes and fighter squadron hangar are visible to the right of the chapel, facing southeast - Mountain Home Air Force Base, Base Chapel, 350 Willow Street, Cantonment Area, Mountain Home, Elmore County, ID

Wing kinematics and flexibility for optimal manoeuvring and escape

NASA Astrophysics Data System (ADS)

Wong, Jaime Gustav

Understanding how animals control the dynamic stall vortices in their wake is critical to developing micro-aerial vehicles and autonomous underwater vehicles, not to mention wind turbines, delta wings, and rotor craft that undergo similar dynamic stall processes. Applying this knowledge to biomimetic engineering problems requires progress in three areas: (i) understanding the flow physics of natural swimmers and flyers; (ii) developing flow measurement techniques to resolve this physics; and (iii) deriving low-cost models suitable for studying the vast parameter space observed in nature. This body of work, which consists of five research chapters, focuses on the leading-edge vortex (LEV) that forms on profiles undergoing rapid manoeuvres, delta wings, and similar devices. Lagrangian particle tracking is used throughout this thesis to track the mass and circulation transport in the LEV on manoeuvring profiles. The growth and development of the LEV is studied in relation to: flapping and plunging profile kinematics; spanwise flow from profile sweep and spanwise profile bending; and varying the angle-of-attack gradient along the profile span. Finally, scaling relationships derived from the observations above are used to develop a low-cost model for LEV growth, that is validated on a flat-plate delta wing. Together these results contribute to each of the three topics identified above, as a step towards developing robust, agile biomimetic swimmers and flyers.

Morphing Wing: Experimental Boundary Layer Transition Determination and Wing Vibrations Measurements and Analysis =

NASA Astrophysics Data System (ADS)

Tondji Chendjou, Yvan Wilfried

This Master's thesis is written within the framework of the multidisciplinary international research project CRIAQ MDO-505. This global project consists of the design, manufacture and testing of a morphing wing box capable of changing the shape of the flexible upper skin of a wing using an actuator system installed inside the wing. This changing of the shape generates a delay in the occurrence of the laminar to turbulent transition area, which results in an improvement of the aerodynamic performances of the morphed wing. This thesis is focused on the technologies used to gather the pressure data during the wind tunnel tests, as well as on the post processing methodologies used to characterize the wing airflow. The vibration measurements of the wing and their real-time graphical representation are also presented. The vibration data acquisition system is detailed, and the vibration data analysis confirms the predictions of the flutter analysis performed on the wing prior to wind tunnel testing at the IAR-NRC. The pressure data was collected using 32 highly-sensitive piezoelectric sensors for sensing the pressure fluctuations up to 10 KHz. These sensors were installed along two wing chords, and were further connected to a National Instrument PXI real-time acquisition system. The acquired pressure data was high-pass filtered, analyzed and visualized using Fast Fourier Transform (FFT) and Standard Deviation (SD) approaches to quantify the pressure fluctuations in the wing airflow, as these allow the detection of the laminar to turbulent transition area. Around 30% of the cases tested in the IAR-NRC wind tunnel were optimized for drag reduction by the morphing wing procedure. The obtained pressure measurements results were compared with results obtained by infrared thermography visualization, and were used to validate the numerical simulations. Two analog accelerometers able to sense dynamic accelerations up to +/-16g were installed in both the wing and the aileron boxes

167th Airlift Wing > Home

Science.gov Websites

encouraged to call 304-616-5127, to offer suggestions on how to improve the wing. The number goes directly to Spotlight Life saver training offered at wing proves invaluable to Airman Life saver training offered at wing proves invaluable to Airman Life saver training offered at wing proves invaluable to Airman WVANG

Goddard High Resolution Spectrograph Observations of Variability in the RS Canum Venaticorum System V711 Tauri (HR 1099)

NASA Technical Reports Server (NTRS)

Dempsey, Robert C.; Neff, James E.; Thorpe, Marjorie J.; Linsky, Jeffrey L.; Brown, Alexander; Cutispoto, Giuseppe; Rodono, Marcello

1996-01-01

Goddard High Resolution Spectrograph (GHRS) observations of the RS CVn-type binary V711 Tau (Kl IV+G5 IV) were obtained at several phases over two consecutive stellar orbital cycles in order to study ultraviolet emission-line profile and flux variability. Spectra cover the Mg II h and k lines, C IV doublet, and Si IV region, as well as the density-sensitive lines of C III] (1909 A) and Si III] (1892 A). IUE spectra, Extreme Ultra Violet (EUV) data, and Ultraviolet, Blue, Visual (UBV) photometry were obtained contemporaneously with the GHRS data. Variable extended wings were detected in the Mg II lines. We discuss the Mg II line profile variability using various Gaussian emission profile models. No rotational modulation of the line profiles was observed, but there were several large flares. These flares produced enhanced emission in the extended line wings, radial velocity shifts, and asymmetries in some line profiles. Nearly continuous flaring for more than 24 hr, as indicated in the IUE data, represents the most energetic and long-lived chromospheric and transition region flare ever observed with a total energy much greater than 5 x 10(exp 35) ergs. The C III] to Si III] line ratio is used to estimate the plasma density during the flares.

X-Wing Research Vehicle

NASA Technical Reports Server (NTRS)

1986-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon

Oblique Wing Flights

NASA Image and Video Library

2018-05-09

Flown in the mid 70's, this Oblique Wing was a large-scale R/C experimental aircraft to demonstrate the ability to pivot its wing to an oblique angle, allowing for a reduced drag penalty at transonic speeds.

Mechanisms of Wing Beat Sound in Flapping Wings of Beetles

NASA Astrophysics Data System (ADS)

Allen, John

2017-11-01

While the aerodynamic aspects of insect flight have received recent attention, the mechanisms of sound production by flapping wings is not well understood. Though the harmonic structure of wing beat frequency modulation has been reported with respect to biological implications, few studies have rigorously quantified it with respect directionality, phase coupling and vortex tip scattering. Moreover, the acoustic detection and classification of invasive species is both of practical as well scientific interest. In this study, the acoustics of the tethered flight of the Coconut Rhinoceros Beetle (Oryctes rhinoceros) is investigated with four element microphone array in conjunction with complementary optical sensors and high speed video. The different experimental methods for wing beat determination are compared in both the time and frequency domain. Flow visualization is used to examine the vortex and sound generation due to the torsional mode of the wing rotation. Results are compared with related experimental studies of the Oriental Flower Beetle. USDA, State of Hawaii.

Forebody vortex control for suppressing wing rock on a highly-swept wing configuration

NASA Technical Reports Server (NTRS)

Suarez, Carlos J.; Kramer, Brian R.; Ayers, Bert; Malcolm, Gerald N.

1992-01-01

Free-to-roll tests were conducted in a wind tunnel with a configuration that consisted of a highly-slender forebody and a 78 deg swept delta wing. A limit cycle oscillation was observed for angles of attack between 22 and 30 deg. In general, the main flow phenomena responsible for the wing-body-tail wing rock are the interactions between the forebody and the wing vortices. Various blowing techniques were evaluated as means of wing rock suppression. Blowing tangentially aft from leeward side nozzles near the forebody tip can damp the roll motion at low blowing rates and stop it completely at higher blowing rates. At the high rates, significant vortex asymmetries are created, causing the model to stop at a non-zero roll angle. Forward blowing and alternating right/left pulsed blowing appear to be more efficient techniques for suppressing wing rock. The oscillations can be damped almost completely at lower blowing coefficients, and, apparently, no major vortex asymmetries are induced. Good agreement is observed between this study and previous water tunnel tests on the same configuration.

Wing flexibility improves bumblebee flight stability.

PubMed

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

2016-11-01

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

93. PRODUCTION MOLDS STORAGE, SECOND FLOOR, EAST WING. THE WALL ...

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

93. PRODUCTION MOLDS STORAGE, SECOND FLOOR, EAST WING. THE WALL OF THIS ROOM WERE ORIGINALLY LINED WITH STEAM PIPES CONNECTED TO THE BOILER WHICH WERE USED TO DRY THE TILES BEFORE FIRING. SAME VIEW AS PA-107-54. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

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

The NASA supercritical-wing technology

NASA Technical Reports Server (NTRS)

Bartlett, D. W.; Patterson, J. C., Jr.

1978-01-01

A number of high aspect ratio supercritical wings in combination with a representative wide body type fuselage were tested in the Langley 8 foot transonic pressure tunnel. The wing parameters investigated include aspect ratio, sweep, thickness to chord ratio, and camber. Subsequent to these initial series of tests, a particular wing configuration was selected for further study and development. Tests on the selected wing involved the incorporation of a larger inboard trailing edge extension, an inboard leading edge extension, and flow through nacelles. Range factors for the various supercritical wing configurations are compared with those for a reference wide body transport configuration.

On-line determination of Sb(III) and total Sb using baker's yeast immobilized on polyurethane foam and hydride generation inductively coupled plasma optical emission spectrometry

NASA Astrophysics Data System (ADS)

Menegário, Amauri A.; Silva, Ariovaldo José; Pozzi, Eloísa; Durrant, Steven F.; Abreu, Cassio H.

2006-09-01

The yeast Saccharomyces cerevisiae was immobilized in cubes of polyurethane foam and the ability of this immobilized material to separate Sb(III) and Sb(V) was investigated. A method based on sequential determination of total Sb (after on-line reduction of Sb(V) to Sb(III) with thiourea) and Sb(III) (after on-line solid-liquid phase extraction) by hydride generation inductively coupled plasma optical emission spectrometry is proposed. A flow system assembled with solenoid valves was used to manage all stages of the process. The effects of pH, sample loading and elution flow rates on solid-liquid phase extraction of Sb(III) were evaluated. Also, the parameters related to on-line pre-reduction (reaction coil and flow rates) were optimized. Detection limits of 0.8 and 0.15 μg L - 1 were obtained for total Sb and Sb(III), respectively. The proposed method was applied to the analysis of river water and effluent samples. The results obtained for the determination of total Sb were in agreement with expected values, including the river water Standard Reference Material 1640 certified by the National Institute of Standards and Technology (NIST). Recoveries of Sb(III) and Sb(V) in spiked samples were between 81 ± 19 and 111 ±15% when 120 s of sample loading were used.

Computational Analysis of the G-III Laminar Flow Glove

NASA Technical Reports Server (NTRS)

Malik, Mujeeb R.; Liao, Wei; Lee-Rausch, Elizabeth M.; Li, Fei; Choudhari, Meelan M.; Chang, Chau-Lyan

2011-01-01

Under NASA's Environmentally Responsible Aviation Project, flight experiments are planned with the primary objective of demonstrating the Discrete Roughness Elements (DRE) technology for passive laminar flow control at chord Reynolds numbers relevant to transport aircraft. In this paper, we present a preliminary computational assessment of the Gulfstream-III (G-III) aircraft wing-glove designed to attain natural laminar flow for the leading-edge sweep angle of 34.6deg. Analysis for a flight Mach number of 0.75 shows that it should be possible to achieve natural laminar flow for twice the transition Reynolds number ever achieved at this sweep angle. However, the wing-glove needs to be redesigned to effectively demonstrate passive laminar flow control using DREs. As a by-product of the computational assessment, effect of surface curvature on stationary crossflow disturbances is found to be strongly stabilizing for the current design, and it is suggested that convex surface curvature could be used as a control parameter for natural laminar flow design, provided transition occurs via stationary crossflow disturbances.

Qualitative skeletal correlates of wing shape in extant birds (Aves: Neoaves).

PubMed

Hieronymus, Tobin L

2015-02-27

wing shape in basal ornithurine birds will require multiple lines of evidence, together with an understanding of clade-specific evolutionary trends within the crown.

A Quasi-Steady Lifting Line Theory for Insect-Like Hovering Flight

PubMed Central

Nabawy, Mostafa R. A.; Crowthe, William J.

2015-01-01

A novel lifting line formulation is presented for the quasi-steady aerodynamic evaluation of insect-like wings in hovering flight. The approach allows accurate estimation of aerodynamic forces from geometry and kinematic information alone and provides for the first time quantitative information on the relative contribution of induced and profile drag associated with lift production for insect-like wings in hover. The main adaptation to the existing lifting line theory is the use of an equivalent angle of attack, which enables capture of the steady non-linear aerodynamics at high angles of attack. A simple methodology to include non-ideal induced effects due to wake periodicity and effective actuator disc area within the lifting line theory is included in the model. Low Reynolds number effects as well as the edge velocity correction required to account for different wing planform shapes are incorporated through appropriate modification of the wing section lift curve slope. The model has been successfully validated against measurements from revolving wing experiments and high order computational fluid dynamics simulations. Model predicted mean lift to weight ratio results have an average error of 4% compared to values from computational fluid dynamics for eight different insect cases. Application of an unmodified linear lifting line approach leads on average to a 60% overestimation in the mean lift force required for weight support, with most of the discrepancy due to use of linear aerodynamics. It is shown that on average for the eight insects considered, the induced drag contributes 22% of the total drag based on the mean cycle values and 29% of the total drag based on the mid half-stroke values. PMID:26252657

Study of Theoretical and Numerical Fluid Characteristics of Plain Wing with Winglets

NASA Astrophysics Data System (ADS)

Nabhan, Mohamed B. W.

2018-05-01

Aerodynamic characteristics of plain wing designed for Light Sport Aircraft has been studied. The fluid characteristics include induced drag and lift to drag ratio. Then, winglets are added to reduce the induced drag and increase the lift to drag ratio which are affected by the wing tip vortices. The theoretical and numerical approaches are used to verify the results. A rectangular untwisted 9.528 m wing spans with an Airfoil NACA 4412 was used for the basic design. Winglets are added with a tip airfoil of NACA 0012, side angle of 65° and new projected area of 10.328 m2. Lift and drag coefficients are used as means to measure the improvement of the aerodynamic characteristics. The wing tip vortices increase the induced drag and spoil the lift over the wing's surface. The winglets design main objectives are to decrease the induced drag, decrease the fuel consumption, and increase the flight safety, especially in take-off condition. The wing with winglets model was simulated first using 3-D Fluent ANSYS version 14 at 50 m/s velocity and (0°, 5°, and 10°) angles of attack with laminar flow and standard atmospheric conditions at 15°C, and 101 kPa and all other flow parameters as well. The second verification method was to simulate the 3-D model using the 3-D Foil Multi-Surfaces code again with the same flow parameters. Finally, the last verification method was to solve the problem theoretically using the theoretical governing equations. The theoretical solutions were used as a base line for all other results. The total drag reduction observed from the calculation is about 2% to 14.5% during the takeoff regime, where the induced drag contributes about 60% of total drag of the wings. The lift to drag ratio improved also in our designed model wing with winglets by a maximum of 18.6% from the plain wing design.

Spanwise morphing trailing edge on a finite wing

NASA Astrophysics Data System (ADS)

Pankonien, Alexander M.; Inman, Daniel J.

2015-04-01

Unmanned Aerial Vehicles are prime targets for morphing implementation as they must adapt to large changes in flight conditions associated with locally varying wind or large changes in mass associated with payload delivery. The Spanwise Morphing Trailing Edge concept locally varies the trailing edge camber of a wing or control surface, functioning as a modular replacement for conventional ailerons without altering the spar box. Utilizing alternating active sections of Macro Fiber Composites (MFCs) driving internal compliant mechanisms and inactive sections of elastomeric honeycombs, the SMTE concept eliminates geometric discontinuities associated with shape change, increasing aerodynamic performance. Previous work investigated a representative section of the SMTE concept and investigated the effect of various skin designs on actuation authority. The current work experimentally evaluates the aerodynamic gains for the SMTE concept for a representative finite wing as compared with a conventional, articulated wing. The comparative performance for both wings is evaluated by measuring the drag penalty associated with achieving a design lift coefficient from an off-design angle of attack. To reduce experimental complexity, optimal control configurations are predicted with lifting line theory and experimentally measured control derivatives. Evaluated over a range of off-design flight conditions, this metric captures the comparative capability of both concepts to adapt or "morph" to changes in flight conditions. Even with this simplistic model, the SMTE concept is shown to reduce the drag penalty due to adaptation up to 20% at off-design conditions, justifying the increase in mass and complexity and motivating concepts capable of larger displacement ranges, higher fidelity modelling, and condition-sensing control.

Line identifications in the ultraviolet spectra of Tau Herculis, B5 IV, and Zeta Draconis, B6 III

NASA Technical Reports Server (NTRS)

Underhill, A. B.; Adelman, S. J.

1976-01-01

Tables of the lines found on two tracings each of the ultraviolet spectrum of Tau Her, B5 IV, and Zeta Dra, B6 III, made by the Copernicus satellite and possible identifications are given. The ranges 1025-1451A for Tau Her and 1035 to 1425A for Zeta Dra are covered by the U2 spectrometer at a resolution of 0.2A; the ranges 2028 to 2959A for Tau Her and 2000 to 3000A for Zeta Dra are covered by the V2 spectrometer at a resolution of 0.4A. The observed density of lines in the U2 region is 1.1 lines/A for Tau Her and 1.7 lines/A for Zeta Dra. In the V2 region it is 0.8 lines/A for Tau Her and 0.9 lines/A for Zeta Dra.

Rotor/Wing Interactions in Hover

NASA Technical Reports Server (NTRS)

Young, Larry A.; Derby, Michael R.

2002-01-01

Hover predictions of tiltrotor aircraft are hampered by the lack of accurate and computationally efficient models for rotor/wing interactional aerodynamics. This paper summarizes the development of an approximate, potential flow solution for the rotor-on-rotor and wing-on-rotor interactions. This analysis is based on actuator disk and vortex theory and the method of images. The analysis is applicable for out-of-ground-effect predictions. The analysis is particularly suited for aircraft preliminary design studies. Flow field predictions from this simple analytical model are validated against experimental data from previous studies. The paper concludes with an analytical assessment of the influence of rotor-on-rotor and wing-on-rotor interactions. This assessment examines the effect of rotor-to-wing offset distance, wing sweep, wing span, and flaperon incidence angle on tiltrotor inflow and performance.

A Spectral-line Analysis of the G8 III Standard ɛ VIR

NASA Astrophysics Data System (ADS)

Gray, David F.

2017-08-01

Eleven seasons of spectroscopic data comprised of 107 exposures for the stable G8 III standard star, ɛ Vir are analyzed for projected rotation rate and granulation parameters. A Fourier analysis of the line shapes yield v sin I = 3.06 ± 0.20 km s-1 and a radial-tangential macroturbulence dispersion ζ RT = 5.16 ± 0.08 km s-1. The radial velocity over nine seasons is constant to 18 m s-1. The absolute radial velocity with granulation blueshifts (but not gravitational redshift) removed is -14120 ± 75 m s-1. Line-depth ratios show the temperature to be constant to 0.7 K over 11 years, although a small secular rise or cyclic variation ˜1 K cannot be ruled out. The third-signature plot shows that the star has granulation velocities 10% larger than the Sun's. Mapping the Fe I λ6253 line bisector on to the third-signature plot indicates a normal-for-giants flux deficit area of 12.8%, indicating ˜134 K temperature difference between granules and lanes. Deficit velocities of GK giants are seen to shift to higher values with higher luminosity, ˜0.75 km s-1 over ΔM V ˜ 1.5, indicating larger velocity differences between granules and lanes for giants higher in the HR diagram.

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

PubMed

Hinson, Brian T; Morgansen, Kristi A

2015-10-06

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

Butterflies regulate wing temperatures using radiative cooling

NASA Astrophysics Data System (ADS)

Tsai, Cheng-Chia; Shi, Norman Nan; Ren, Crystal; Pelaez, Julianne; Bernard, Gary D.; Yu, Nanfang; Pierce, Naomi

2017-09-01

Butterfly wings are live organs embedded with multiple sensory neurons and, in some species, with pheromoneproducing cells. The proper function of butterfly wings demands a suitable temperature range, but the wings can overheat quickly in the sun due to their small thermal capacity. We developed an infrared technique to map butterfly wing temperatures and discovered that despite the wings' diverse visible colors, regions of wings that contain live cells are the coolest, resulting from the thickness of the wings and scale nanostructures. We also demonstrated that butterflies use behavioral traits to prevent overheating of their wings.

Flutter analysis of swept-wing subsonic aircraft with parameter studies of composite wings

NASA Technical Reports Server (NTRS)

Housner, J. M.; Stein, M.

1974-01-01

A computer program is presented for the flutter analysis, including the effects of rigid-body roll, pitch, and plunge of swept-wing subsonic aircraft with a flexible fuselage and engines mounted on flexible pylons. The program utilizes a direct flutter solution in which the flutter determinant is derived by using finite differences, and the root locus branches of the determinant are searched for the lowest flutter speed. In addition, a preprocessing subroutine is included which evaluates the variable bending and twisting stiffness properties of the wing by using a laminated, balanced ply, filamentary composite plate theory. The program has been substantiated by comparisons with existing flutter solutions. The program has been applied to parameter studies which examine the effect of filament orientation upon the flutter behavior of wings belonging to the following three classes: wings having different angles of sweep, wings having different mass ratios, and wings having variable skin thicknesses. These studies demonstrated that the program can perform a complete parameter study in one computer run. The program is designed to detect abrupt changes in the lowest flutter speed and mode shape as the parameters are varied.

Slotted Aircraft Wing

NASA Technical Reports Server (NTRS)

Vassberg, John C. (Inventor); Gea, Lie-Mine (Inventor); McLean, James D. (Inventor); Witowski, David P. (Inventor); Krist, Steven E. (Inventor); Campbell, Richard L. (Inventor)

2006-01-01

An aircraft wing includes a leading airfoil element and a trailing airfoil element. At least one slot is defined by the wing during at least one transonic condition of the wing. The slot may either extend spanwise along only a portion of the wingspan, or it may extend spanwise along the entire wingspan. In either case, the slot allows a portion of the air flowing along the lower surface of the leading airfoil element to split and flow over the upper surface of the trailing airfoil element so as to achieve a performance improvement in the transonic condition.

Composite Spectra of Broad Absorption Line Quasars in SDSS-III BOSS

NASA Astrophysics Data System (ADS)

Herbst, Hanna; Hamann, Fred; Paris, Isabelle; Capellupo, Daniel M.

2017-01-01

We present preliminary results from a study of broad absorption line (BAL) quasars in the SDSS-III BOSS survey. We’re particularly interested in BALs because they arise from quasar outflows, which may be a source of feedback to the host galaxy. We analyze median composite spectra for BOSS QSOs in the redshift range 2.1 to 3.4 sorted by the strength of the BAL absorption troughs, parameterized by the Balnicity Index (BI), to study trends in the emission and absorption properties of BAL quasars. The wavelength coverage and high number of quasars observed in the BOSS survey allow us to examine BALs in the Lyman forest. Our main preliminary results when sorting the quasars by BI are 1) doublet absorption lines such as P V 1128A show a 1:1 ratio across all BI, indicating large column densities at all BI. This suggests that weaker BAL troughs result from smaller covering fractions rather than lower column densities. 2) The He II emission line, which is a measure of the far-UV/near-UV hardness of the ionizing continuum, is weaker in the larger BI composite spectra, indicating a far-UV spectral softening correlated with BI. This is consistent with the radiatively-driven BAL outflows being helped by intrinsically weaker ionizing continuum shapes (e.g., Baskin, Laor, and Hamann 2013). We also find a trend for slightly redder continuum slopes in the larger BI composite spectra, suggesting that the slope differences in the near-UV are also intrinsic.

Aerodynamics of dynamic wing flexion in translating wings

NASA Astrophysics Data System (ADS)

Liu, Yun; Cheng, Bo; Sane, Sanjay P.; Deng, Xinyan

2015-06-01

We conducted a systematic experimental study to investigate the aerodynamic effects of active trailing-edge flexion on a high-aspect-ratio wing translating from rest at a high angle of attack. We varied the timing and speed of the trailing-edge flexion and measured the resulting aerodynamic effects using a combination of direct force measurements and two-dimensional PIV flow measurements. The results indicated that the force and flow characteristics depend strongly on the timing of flexion, but relatively weakly on its speed. This is because the force and vortical flow structure are more sensitive to the timing of flexion relative to the shedding of starting vortex and leading-edge vortex. When the trailing-edge flexion occurred slightly before the starting vortex was shed, the lift production was greatly improved with the instantaneous peak lift increased by 54 % and averaged lift increased by 21 % compared with the pre-flexed case where the trailing-edge flexed before wing translation. However, when the trailing-edge flexed during or slightly after the leading-edge vortex shedding, the lift was significantly reduced by the disturbed development of leading-edge vortex. The force measurement results also imply that the trailing-edge flexion prior to wing translation does not augment lift but increases drag, thus resulting in a lower lift-drag ratio as compared to the case of flat wing.

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

PubMed

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

2014-09-01

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

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.

Joined-wing research airplane feasibility study

NASA Technical Reports Server (NTRS)

Wolkovitch, J.

1984-01-01

The joined wing is a new type of aircraft configuration which employs tandem wings arranged to form diamond shapes in plan view and front view. Wind-tunnel tests and finite-element structural analyses have shown that the joined wing provides the following advantages over a comparable wing-plus-tail system; lighter weight and higher stiffness, higher span-efficiency factor, higher trimmed maximum lift coefficient, lower wave drag, plus built-in direct lift and direct sideforce control capability. To verify these advantages at full scale a manned research airplane is required. A study has therefore been performed of the feasibility of constructing such an airplane, using the fuselage and engines of the existing NAA AD-1 oblique-wing airplane. Cost and schedule constraints favored converting the AD-1 rather than constructing a totally new airframe. By removing the outboard wing panels the configuration can simulate wings joined at 60, 80, or 100 percent of span. For maximum versatility the aircraft has alternative control surfaces (such as ailerons and elevators on the front and/or rear wings), and a removeable canard to explore canard/joined-wing interactions at high-lift conditions. Design, performance, and flying qualities are discussed.

Large capacity oblique all-wing transport aircraft

NASA Technical Reports Server (NTRS)

Galloway, Thomas L.; Phillips, James A.; Kennelly, Robert A., Jr.; Waters, Mark H.

1996-01-01

Dr. R. T. Jones first developed the theory for oblique wing aircraft in 1952, and in subsequent years numerous analytical and experimental projects conducted at NASA Ames and elsewhere have established that the Jones' oblique wing theory is correct. Until the late 1980's all proposed oblique wing configurations were wing/body aircraft with the wing mounted on a pivot. With the emerging requirement for commercial transports with very large payloads, 450-800 passengers, Jones proposed a supersonic oblique flying wing in 1988. For such an aircraft all payload, fuel, and systems are carried within the wing, and the wing is designed with a variable sweep to maintain a fixed subsonic normal Mach number. Engines and vertical tails are mounted on pivots supported from the primary structure of the wing. The oblique flying wing transport has come to be known as the Oblique All-Wing (OAW) transport. This presentation gives the highlights of the OAW project that was to study the total concept of the OAW as a commercial transport.

The calculation of steady non-linear transonic flow over finite wings with linear theory aerodynamics

NASA Technical Reports Server (NTRS)

Cunningham, A. M., Jr.

1976-01-01

The feasibility of calculating steady mean flow solutions for nonlinear transonic flow over finite wings with a linear theory aerodynamic computer program is studied. The methodology is based on independent solutions for upper and lower surface pressures that are coupled through the external flow fields. Two approaches for coupling the solutions are investigated which include the diaphragm and the edge singularity method. The final method is a combination of both where a line source along the wing leading edge is used to account for blunt nose airfoil effects; and the upper and lower surface flow fields are coupled through a diaphragm in the plane of the wing. An iterative solution is used to arrive at the nonuniform flow solution for both nonlifting and lifting cases. Final results for a swept tapered wing in subcritical flow show that the method converges in three iterations and gives excellent agreement with experiment at alpha = 0 deg and 2 deg. Recommendations are made for development of a procedure for routine application.

Aerodynamic performance of a wing with a deflected tip-mounted reverse half-delta wing

NASA Astrophysics Data System (ADS)

Lee, T.; Su, Y. Y.

2012-11-01

The impact of a tip-mounted 65°-sweep reverse half-delta wing (RHDW), set at different deflections, on the aerodynamic performance of a rectangular NACA 0012 wing was investigated experimentally at Re = 2.45 × 105. This study is a continuation of the work of Lee and Su (Exp Fluids 52(6):1593-1609, 2012) on the passive control of wing tip vortex by the use of a reverse half-delta wing. The present results show that for RHDW deflection with -5° ≤ δ ≤ +15°, the lift was found to increase nonlinearly with increasing δ compared to the baseline wing. The lift increment was accompanied by an increased total drag. For negative RHDW deflection with δ < -5°, the RHDW-induced lift decrement was, however, accompanied by an improved drag. The deflected RHDW also significantly modified and weakened the tip vortex, leading to a persistently lowered lift-induced drag, regardless of its deflection, compared to the baseline wing. Physical mechanisms responsible for the observed RHDW-induced phenomenon were also discussed.

An aerodynamic model for one and two degree of freedom wing rock of slender delta wings

NASA Technical Reports Server (NTRS)

Hong, John

1993-01-01

The unsteady aerodynamic effects due to the separated flow around slender delta wings in motion were analyzed. By combining the unsteady flow field solution with the rigid body Euler equations of motion, self-induced wing rock motion is simulated. The aerodynamic model successfully captures the qualitative characteristics of wing rock observed in experiments. For the one degree of freedom in roll case, the model is used to look into the mechanisms of wing rock and to investigate the effects of various parameters, like angle of attack, yaw angle, displacement of the separation point, and wing inertia. To investigate the roll and yaw coupling for the delta wing, an additional degree of freedom is added. However, no limit cycle was observed in the two degree of freedom case. Nonetheless, the model can be used to apply various control laws to actively control wing rock using, for example, the displacement of the leading edge vortex separation point by inboard span wise blowing.

3. N elevation, E wing; 3/4 view of W wing ...

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

3. N elevation, E wing; 3/4 view of W wing showing E and N elevations; N elevation of Building 69, Plating and Tinning Shop; looking SW. (Ceronie) - Rock Island Arsenal, Building No. 66, Rodman Avenue between Third & Fourth Streets, Rock Island, Rock Island County, IL

Strain Gage Loads Calibration Testing with Airbag Support for the Gulfstream III SubsoniC Research Aircraft Testbed (SCRAT)

NASA Technical Reports Server (NTRS)

Lokos, William; Miller, Eric; Hudson, Larry; Holguin, Andrew; Neufeld, David; Haraguchi, Ronnie

2015-01-01

This paper describes the design and conduct of the strain gage load calibration ground test of the SubsoniC Research Aircraft Testbed, Gulfstream III aircraft, and the subsequent data analysis and its results. The goal of this effort was to create and validate multi-gage load equations for shear force, bending moment, and torque for two wing measurement stations. For some of the testing the aircraft was supported by three air bags in order to isolate the wing structure from extraneous load inputs through the main landing gear. Thirty-two strain gage bridges were installed on the left wing. Hydraulic loads were applied to the wing lower surface through a total of 16 load zones. Some dead weight load cases were applied to the upper wing surface using shot bags. Maximum applied loads reached 54,000 pounds.

Flexible flapping wings with self-organized microwrinkles.

PubMed

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

2015-06-29

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

The effect of asymmetric vortex wake characteristics on a slender delta wing undergoing wing rock motion

NASA Technical Reports Server (NTRS)

Arena, A. S., Jr.; Nelson, R. C.

1989-01-01

An experimental investigation into the fluid mechanisms responsible for wing rock on a slender delta wing with 80 deg leading edge sweep has been conducted. Time history and flow visualization data are presented for a wide angle-of-attack range. The use of an air bearing spindle has allowed the motion of the wing to be free from bearing friction or mechanical hysteresis. A bistable static condition has been found in vortex breakdown at an angle of attack of 40 deg which causes an overshoot of the steady state rocking amplitude. Flow visualization experiments also reveal a difference in static and dynamic breakdown locations on the wing. A hysteresis loop in dynamic breakdown location similar to that seen on pitching delta wings was observed as the wing was undergoing the limit cycle oscillation.

Airplane wing vibrations due to atmospheric turbulence

NASA Technical Reports Server (NTRS)

Pastel, R. L.; Caruthers, J. E.; Frost, W.

1981-01-01

The magnitude of error introduced due to wing vibration when measuring atmospheric turbulence with a wind probe mounted at the wing tip was studied. It was also determined whether accelerometers mounted on the wing tip are needed to correct this error. A spectrum analysis approach is used to determine the error. Estimates of the B-57 wing characteristics are used to simulate the airplane wing, and von Karman's cross spectrum function is used to simulate atmospheric turbulence. It was found that wing vibration introduces large error in measured spectra of turbulence in the frequency's range close to the natural frequencies of the wing.

Theoretical stability and control characteristics of wings with various amounts of taper and twist

NASA Technical Reports Server (NTRS)

Pearson, Henry A; Jones, Robert T

1938-01-01

Stability derivatives have been computed for twisted wings of different plan forms that include variations in both the wing taper and the aspect ratio. Taper ratios of 1.0, 0,50, and 0.25 are considered for each of three aspect ratios: 6, 10, and 16. The specific derivatives for which results are given are the rolling-moment and the yawing-moment derivatives with respect to (a) rolling velocity, (b) yawing velocity, and (c) angle of sideslip. These results are given in such a form that the effect of any initial symmetrical wing twist (such as may be produced by flaps) on the derivatives may easily be taken into account. In addition to the stability derivatives, results are included for determining the theoretical rolling moment due to aileron deflection and a series of influence lines is given by which the loading across the span may be determined for any angle-of-attack distribution that may occur on the wing plan forms considered. The report also includes incidental references to the application of the results.

Basal Complex and Basal Venation of Odonata Wings: Structural Diversity and Potential Role in the Wing Deformation

PubMed Central

Rajabi, H.; Ghoroubi, N.; Malaki, M.; Darvizeh, A.; Gorb, S. N.

2016-01-01

Dragonflies and damselflies, belonging to the order Odonata, are known to be excellent fliers with versatile flight capabilities. The ability to fly over a wide range of speeds, high manoeuvrability and great agility are a few characteristics of their flight. The architecture of the wings and their structural elements have been found to play a major role in this regard. However, the precise influence of individual wing components on the flight performance of these insects remains unknown. The design of the wing basis (so called basal complex) and the venation of this part are responsible for particular deformability and specific shape of the wing blade. However, the wing bases are rather different in representatives of different odonate groups. This presumably reflects the dimensions of the wings on one hand, and different flight characteristics on the other hand. In this article, we develop the first three-dimensional (3D) finite element (FE) models of the proximal part of the wings of typical representatives of five dragonflies and damselflies families. Using a combination of the basic material properties of insect cuticle, a linear elastic material model and a nonlinear geometric analysis, we simulate the mechanical behaviour of the wing bases. The results reveal that although both the basal venation and the basal complex influence the structural stiffness of the wings, it is only the latter which significantly affects their deformation patterns. The use of numerical simulations enabled us to address the role of various wing components such as the arculus, discoidal cell and triangle on the camber formation in flight. Our study further provides a detailed representation of the stress concentration in the models. The numerical analysis presented in this study is not only of importance for understanding structure-function relationship of insect wings, but also might help to improve the design of the wings for biomimetic micro-air vehicles (MAVs). PMID:27513753

LINE-1 Methylation Status Correlates Significantly to Post-Therapeutic Recurrence in Stage III Colon Cancer Patients Receiving FOLFOX-4 Adjuvant Chemotherapy

PubMed Central

Fan, Yun-Ching; Chang, Wei-Chiao; Lu, Chien-Yu; Wu, I-Chen; Hsu, Wen-Hung; Huang, Ching-Wen; Wang, Jaw-Yuan

2015-01-01

Background Methylation levels of long interspersed nucleotide elements (LINE-1) are representative of genome-wide methylation status and crucial in maintaining genomic stability and expression. Their prognostic impact on colon cancer patients receiving adjuvant chemotherapy has not been well established. We evaluated the association between LINE-1 methylation status and clinicopathologic features and postoperative oncological outcomes in stage III colon cancer patients. Materials and Methods 129 UICC stage III colon cancer patients who had received radical resection and FOLFOX adjuvant chemotherapy were enrolled. Global methylation was estimated by analyzing tumor LINE-1 methylation status using bisulfite-polymerase chain reaction (PCR) and pyrosequencing assay. Demographics, clinicopathological data, and postoperative outcomes were recorded by trained abstractors. Outcome measurements included postoperative recurrence and disease-free survival. Univariate, multivariate, and survival analyses were conducted to identify prognostic factors of oncological outcomes. Results The LINE-1 methylation of all 129 patients was measured on a 0–100 scale (mean 63.3; median 63.7, standard deviation 7.1), LINE-1 hypomethylation was more common in patients aged 65 years and above (61.7%±7.6% vs. 64.6±6.4, p=0.019) and those with post-therapeutic recurrence (61.7±7.4 vs 64.3±6.7, p=0.041). Considering risk adjustment, LINE-1 hypomethylation was found to be an independent risk factor of post-therapeutic recurrence (Adjusted OR=14.1, p=0.012). Kaplan-Meier analysis indicated that patients in the low methylation group had shorter period of disease free survival (p=0.01). In a stratified analysis that included 48 patients with post-therapeutic recurrence, it was found that those who experienced shorter period of disease free survival (≦6 months) appeared to have lower LINE-1 methylation levels than patients who reported of recurrence after 6 months (56.68±15.75 vs. 63.55±7

A Spectral-line Analysis of the G8 III Standard ε VIR

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

Gray, David F., E-mail: dfgray@uwo.ca

Eleven seasons of spectroscopic data comprised of 107 exposures for the stable G8 III standard star, ε Vir are analyzed for projected rotation rate and granulation parameters. A Fourier analysis of the line shapes yield v sin i = 3.06 ± 0.20 km s{sup −1} and a radial-tangential macroturbulence dispersion ζ {sub RT} = 5.16 ± 0.08 km s{sup −1}. The radial velocity over nine seasons is constant to 18 m s{sup −1}. The absolute radial velocity with granulation blueshifts (but not gravitational redshift) removed is −14120 ± 75 m s{sup −1}. Line-depth ratios show the temperature to be constantmore » to 0.7 K over 11 years, although a small secular rise or cyclic variation ∼1 K cannot be ruled out. The third-signature plot shows that the star has granulation velocities 10% larger than the Sun's. Mapping the Fe i λ 6253 line bisector on to the third-signature plot indicates a normal-for-giants flux deficit area of 12.8%, indicating ∼134 K temperature difference between granules and lanes. Deficit velocities of GK giants are seen to shift to higher values with higher luminosity, ∼0.75 km s{sup −1} over Δ M {sub V} ∼ 1.5, indicating larger velocity differences between granules and lanes for giants higher in the HR diagram.« less

Mitigation of bird collisions with transmission lines: Final report

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

Beaulaurier, D.L.

1981-09-11

In this study removal of overhead groundwires was evaluated as a technique for mitigating bird collisions with transmission lines. Groundwires were removed by BPA from a 500 kV double circuit line at Bybee Lake in Portland, Oregon. Earlier studies at these sites had documented small but measurable collision rates (i.e., No. collisions/No. flights) attributed primarily to collisions with groundwires. Observations of bird flights and searches for dead birds in the vicinity of the lines constituted the primary methods of data collection during pre- and post-removal studies. Field work was conducted from October 1980 through March 1981. A total of sevenmore » dead birds and eight feather spots were found after groundwire removal. Species found were green-winged teal, pintail, greater scaup, American wigeon, glaucous-winged gull, starling, red-winged blackbird and song sparrow. No collisions with transmission lines were observed. During pre-removal studies at these two sites, a total of 53 dead birds and 22 feather spots were found over two years of study. It was necessary to document flight intensity (No. flights/day) during pre- and post-removal studies, in order to determine if the number of dead birds found changed because of groundwire removal or simply because of changes in flight intensity. 41 refs., 18 figs., 22 tabs.« less

Effect of wing flexibility in dragonfly hovering flight

NASA Astrophysics Data System (ADS)

Naidu, Vishal; Young, John; Lai, Joseph

2011-11-01

Dragonflies have two pairs of tandem wings, which can be operated independently. Most studies on tandem wings are based on rigid wings, which is in strong contradiction to the natural, flexible dragonfly wings. The effect of wing flexibility in tandem wings is little known. We carry out a comparative, computational study between rigid and flexible, dragonfly shaped wings for hovering flight. In rigid wings during downstroke, a leading edge vortex (LEV) is formed on the upper surface, which forms a low pressure zone. This conical LEV joins the tip vortex and shortly after the mid downstroke when the wing starts to rotate, these vortices are gradually shed resulting in a drop in lift. The vortex system creates a net downwards momentum in the form of a jet. The flexible wings while in motion deform due to aerodynamic and inertial forces. Since there is a strong interaction between wing deformation and air flow around the deformed wings, flexible wing simulations are carried out using a two way fluid structure interaction. The effect of wing flexibility on the flow structure and the subsequent effect on the aerodynamic forces will be studied and presented.

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

NASA Technical Reports Server (NTRS)

Felker, Fort F.

1992-01-01

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

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

NASA Astrophysics Data System (ADS)

Suzuki, Kosuke; Okada, Iori; Yoshino, Masato

2016-11-01

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

Si III OV Bright Line of Scattering Polarized Light That Has Been Observed in the CLASP and Its Center-to-Limb Variation

NASA Technical Reports Server (NTRS)

Katsukawa, Yukio; Ishikawa, Ryoko; Kano, Ryohei; Kubo, Masahito; Noriyuki, Narukage; Kisei, Bando; Hara, Hirohisa; Yoshiho, Suematsu; Goto, Motouji; Ishikawa, Shinnosuke;

Experimental and Theoretical Study of a Rectangular Wing in a Vortical Wake at Low Speed

NASA Technical Reports Server (NTRS)

Smith, Willard G.; Lazzeroni, Frank A.

1960-01-01

A systematic study has been made, experimentally and theoretically, of the effects of a vortical wake on the aerodynamic characteristics of a rectangular wing at subsonic speed. The vortex generator and wing were mounted on a reflection plane to avoid body-wing interference. Vortex position, relative to the wing, was varied both in the spanwise direction and normal to the wing. Angle of attack of the wing was varied from -40 to +60. Both chordwise and spanwise pressure distributions were obtained with the wing in uniform and vortical flow fields. Stream surveys were made to determine the flow characteristics in the vortical wake. The vortex-induced lift was calculated by several theoretical methods including strip theory, reverse-flow theory, and reverse-flow theory including a finite vortex core. In addition, the Prandtl lifting-line theory and the Weissinger theory were used to calculate the spanwise distribution of vortex-induced loads. With reverse-flow theory, predictions of the interference lift were generally good, and with Weissinger's theory the agreement between the theoretical spanwise variation of induced load and the experimental variation was good. Results of the stream survey show that the vortex generated by a lifting surface of rectangular plan form tends to trail back streamwise from the tip and does not approach the theoretical location, or centroid of circulation, given by theory. This discrepancy introduced errors in the prediction of vortex interference, especially when the vortex core passed immediately outboard of the wing tip. The wake produced by the vortex generator in these tests was not fully rolled up into a circular vortex, and so lacked symmetry in the vertical direction of the transverse plane. It was found that the direction of circulation affected the induced loads on the wing either when the wing was at angle of attack or when the vortex was some distance away from the plane of the wing.

Improved Wavelengths and Oscillator Strengths of Cr III, Co III, and Fe III

NASA Astrophysics Data System (ADS)

Smith, Peter L.; Smillie, D. G.; Pickering, J. C.; Blackwell-Whitehead, R. J.

2008-05-01

Improvements in the resolution, accuracy, and range of spectra obtained by state-of-the-art space- and ground-based astronomical spectrographs have demonstrated a need for corresponding improvements in atomic data. Transition wavelengths with uncertainties of 1 part in 10^7 and oscillator strengths (f-values) with uncertainties of 10 to 15% are needed to accurately interpret modern astrophysical spectra. Our focus has been on spectra of doubly ionized iron group elements that dominate the UV spectra of hot B stars. We report here completion of measurements on Cr III, Co III, Fe III made with a UV high resolution Fourier transform spectrometer (FTS) [J. C. Pickering, Vibrational Spectrosc. 29, 27 (2002)] with a typical wavelength/wavenumber uncertainty of a few parts in 10^8, supplemented by measurements were carried out at the US National Institute of Standards & Technology using their FTS and the Normal Incidence Vacuum (grating) Spectrograph (NIVS). The spectra were analyzed and line lists were produced to give calibrated line wavelengths and relative intensities. Measured wavelengths are, in many cases, an order of magnitude more accurate than previous measurements, and the energy level uncertainties are typically reduced by a factor or 3 more. Summaries of submitted papers on Cr III and Co III will be presented, as will work on improved wavelengths, energy levels, and oscillator strengths for Fe III. Limitations to the method and possible solutions will be discussed. This work is, or has been, supported in part by NASA Grant NAG5-12668; NASA inter-agency agreement W-10255; PPARC; the Royal Society of the UK; and by the Leverhulme Trust.

Effect of wing design on the longitudinal aerodynamic characteristics of a wing-body model at subsonic speeds

NASA Technical Reports Server (NTRS)

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

1972-01-01

An investigation has been conducted to determine the effects of wing camber and twist on the longitudinal aerodynamic characteristics of a wingbody configuration. Three wings were used each having the same planform (aspect ratio of 2.5 and leading-edge sweep angle of 44 deg.) but differing in amounts of camber and twist (wing design lift coefficient). The wing design lift coefficients were 0, 0.35, and 0.70. The investigation was conducted over a Mach number range from 0.20 to 0.70 at angles of attack up to about 22 deg. The effect of wing strakes on the aerodynamic characteristics of the cambered wings was also studied. A comparison of the experimentally determined aerodynamic characteristics with theoretical estimates is also included.

Sensitivity Analysis of Wing Aeroelastic Responses

NASA Technical Reports Server (NTRS)

Issac, Jason Cherian

1995-01-01

Design for prevention of aeroelastic instability (that is, the critical speeds leading to aeroelastic instability lie outside the operating range) is an integral part of the wing design process. Availability of the sensitivity derivatives of the various critical speeds with respect to shape parameters of the wing could be very useful to a designer in the initial design phase, when several design changes are made and the shape of the final configuration is not yet frozen. These derivatives are also indispensable for a gradient-based optimization with aeroelastic constraints. In this study, flutter characteristic of a typical section in subsonic compressible flow is examined using a state-space unsteady aerodynamic representation. The sensitivity of the flutter speed of the typical section with respect to its mass and stiffness parameters, namely, mass ratio, static unbalance, radius of gyration, bending frequency, and torsional frequency is calculated analytically. A strip theory formulation is newly developed to represent the unsteady aerodynamic forces on a wing. This is coupled with an equivalent plate structural model and solved as an eigenvalue problem to determine the critical speed of the wing. Flutter analysis of the wing is also carried out using a lifting-surface subsonic kernel function aerodynamic theory (FAST) and an equivalent plate structural model. Finite element modeling of the wing is done using NASTRAN so that wing structures made of spars and ribs and top and bottom wing skins could be analyzed. The free vibration modes of the wing obtained from NASTRAN are input into FAST to compute the flutter speed. An equivalent plate model which incorporates first-order shear deformation theory is then examined so it can be used to model thick wings, where shear deformations are important. The sensitivity of natural frequencies to changes in shape parameters is obtained using ADIFOR. A simple optimization effort is made towards obtaining a minimum weight

Leading-edge flow reattachment and the lateral static stability of low-aspect-ratio rectangular wings

NASA Astrophysics Data System (ADS)

Linehan, Thomas; Mohseni, Kamran

2017-11-01

The relationship between lateral static stability derivative, Clβ,lift coefficient, CL, and angle of attack was investigated for rectangular wings of aspect ratio A R =0.75 ,1 ,1.5 , and 3 using Stereo-Digital Particle Image Velocimetry (S-DPIV) and direct force and moment measurements. When the product Cl βA R is plotted with respect to CL, the lateral stability curves of each wing collapse to a single line for CL<0.7 . For CL>0.7 , the linearity and scaling of Clβwith respect to CL is lost. S-DPIV is used to elucidate the flow physics in this nonlinear regime. At α =10∘ , the leading-edge separation region emerges on the leeward portion of the sideslipped wing by means of vortex shedding. For the A R ≤1.5 wings at α >15∘ , the tip vortex downwash is sufficient to restrict the shedding of leading-edge vorticity thereby sustaining the lift of the leading-edge separation region at high angles of attack. Concurrently, the windward tip vortex grows in size and strength with increasing angle of attack, displacing the leading-edge separation region further toward the leeward wing. This reorganization of lift-generating vorticity results in the initial nonlinearities between Cl β and CL at angles of attack for which CL is still increasing. At angles of attack near that of maximum lift for the A R ≤1 wings, the windward tip vortex lifts off the wing, decreasing the lateral static stability of the wing prior to lift stall. For the A R =3 wing at α >10∘ , nonlinear trends in Cl β versus CL occur due to the spanwise evolution of stalled flow.

Comparative transcriptomes analysis of the wing disc between two silkworm strains with different size of wings

PubMed Central

Zhang, Jing; Blessing, Danso; Wu, Chenyu; Liu, Na; Li, Juan; Qin, Sheng

2017-01-01

Wings of Bombyx mori (B. mori) develop from the primordium, and different B. mori strains have different wing types. In order to identify the key factors influencing B. mori wing development, we chose strains P50 and U11, which are typical for normal wing and minute wing phenotypes, respectively. We dissected the wing disc on the 1st-day of wandering stage (P50D1 and U11D1), 2nd-day of wandering stage (P50D2 and U11D2), and 3rd-day of wandering stage (P50D3 and U11D3). Subsequently, RNA-sequencing (RNA-Seq) was performed on both strains in order to construct their gene expression profiles. P50 exhibited 628 genes differentially expressed to U11, 324 up-regulated genes, and 304 down-regulated genes. Five enriched gene ontology (GO) terms were identified by GO enrichment analysis based on these differentially expressed genes (DEGs). KEGG enrichment analysis results showed that the DEGs were enriched in five pathways; of these, we identified three pathways related to the development of wings. The three pathways include amino sugar and nucleotide sugar metabolism pathway, proteasome signaling pathway, and the Hippo signaling pathway. The representative genes in the enrichment pathways were further verified by quantitative real-time reverse transcription polymerase chain reaction (qRT-PCR). The RNA-Seq and qRT-PCR results were largely consistent with each other. Our results also revealed that the significantly different genes obtained in our study might be involved in the development of the size of B. mori wings. In addition, several KEGG enriched pathways might be involved in the regulation of the pathways of wing formation. These results provide a basis for further research of wing development in B. mori. PMID:28617839

Atg6/UVRAG/Vps34-Containing Lipid Kinase Complex Is Required for Receptor Downregulation through Endolysosomal Degradation and Epithelial Polarity during Drosophila Wing Development

PubMed Central

Szatmári, Zsuzsanna; Sass, Miklós

2014-01-01

Atg6 (Beclin 1 in mammals) is a core component of the Vps34 PI3K (III) complex, which promotes multiple vesicle trafficking pathways. Atg6 and Vps34 form two distinct PI3K (III) complexes in yeast and mammalian cells, either with Atg14 or with UVRAG. The functions of these two complexes are not entirely clear, as both Atg14 and UVRAG have been suggested to regulate both endocytosis and autophagy. In this study, we performed a microscopic analysis of UVRAG, Atg14, or Atg6 loss-of-function cells in the developing Drosophila wing. Both autophagy and endocytosis are seriously impaired and defective endolysosomes accumulate upon loss of Atg6. We show that Atg6 is required for the downregulation of Notch and Wingless signaling pathways; thus it is essential for normal wing development. Moreover, the loss of Atg6 impairs cell polarity. Atg14 depletion results in autophagy defects with no effect on endocytosis or cell polarity, while the silencing of UVRAG phenocopies all but the autophagy defect of Atg6 depleted cells. Thus, our results indicate that the UVRAG-containing PI3K (III) complex is required for receptor downregulation through endolysosomal degradation and for the establishment of proper cell polarity in the developing wing, while the Atg14-containing complex is involved in autophagosome formation. PMID:25006588

Beetle wings are inflatable origami

NASA Astrophysics Data System (ADS)

Chen, Rui; Ren, Jing; Ge, Siqin; Hu, David

2015-11-01

Beetles keep their wings folded and protected under a hard shell. In times of danger, they must unfold them rapidly in order for them to fly to escape. Moreover, they must do so across a range of body mass, from 1 mg to 10 grams. How can they unfold their wings so quickly? We use high-speed videography to record wing unfolding times, which we relate to the geometry of the network of blood vessels in the wing. Larger beetles have longer unfolding times. Modeling of the flow of blood through the veins successfully accounts for the wing unfolding speed of large beetles. However, smaller beetles have anomalously short unfolding times, suggesting they have lower blood viscosity or higher driving pressure. The use of hydraulics to unfold complex objects may have implications in the design of micro-flying air vehicles.

Flow structure of vortex-wing interaction

NASA Astrophysics Data System (ADS)

McKenna, Christopher K.

Impingement of a streamwise-oriented vortex upon a fin, tail, blade or wing represents a fundamental class of flow-structure interaction that extends across a range of applications. This interaction can give rise to time-averaged loading, as well as unsteady loading known as buffeting. The loading is sensitive to parameters of the incident vortex as well as the location of vortex impingement on the downstream aerodynamic surface, generically designated as a wing. Particle image velocimetry is employed to determine patterns of velocity, vorticity, swirl ratio, and streamlines on successive cross-flow planes upstream of and along the wing, which lead to volume representations and thereby characterization of the interaction. At locations upstream of the leading edge of the wing, the evolution of the incident vortex is affected by the presence of the wing, and is highly dependent on the spanwise location of vortex impingement. Even at spanwise locations of impingement well outboard of the wing tip, a substantial influence on the structure of the incident vortex at locations significantly upstream of the leading edge of the wing was observed. For spanwise locations close to or intersecting the vortex core, the effects of upstream influence of the wing on the vortex are to: decrease the swirl ratio; increase the streamwise velocity deficit; decrease the streamwise vorticity; increase the azimuthal vorticity; increase the upwash; decrease the downwash; and increase the root-mean-square fluctuations of both streamwise velocity and vorticity. The interrelationship between these effects is addressed, including the rapid attenuation of axial vorticity in presence of an enhanced defect of axial velocity in the central region of the vortex. Moreover, when the incident vortex is aligned with, or inboard of, the tip of the wing, the swirl ratio decreases to values associated with instability of the vortex, giving rise to enhanced values of azimuthal vorticity relative to the

Addressing the [O III] / Hβ offset in metal poor star forming galaxies found in the RESOLVE survey and ECO catalog

NASA Astrophysics Data System (ADS)

Richardson, Chris T.; Kannappan, Sheila; Moffett, Amanda J.; RESOLVE survey team

2018-06-01

Metal poor star forming galaxies sit on the far left wing of the BPT diagram just below traditional demarcation lines. The basic approach to reproducing their emission lines by coupling photoionization models to stellar population synthesis models underestimates the observed [O III] / Hβ ratio by a factor 0.3-0.5 dex. We classified galaxies as metal poor in the REsolved Spectroscopy of a Local VolumE (RESOLVE) survey and the Environmental COntext (ECO) catalog by using the IZI code based off of Bayesian inference. We used a variety of stellar population synthesis codes to generate SEDs covering a range of starburst ages and metallicities including both secular and binary stellar evolution. Here, we show that multiple SPS codes can produce SEDs hard enough to reduce the offset assuming that simple, and perhaps unjustified, nebular conditions hold. Adopting more realistic nebular conditions shows that, despite the recent emphasis placed on binary evolution to fit high O III ratios, none of our SEDs can reduce the offset. We propose several new solutions including using ensembles of nebular clouds and improved microphysics to address this issue. This work is supported by National Science Foundation awards OCI-1053575, though XSEDE award TG-AST140040, and NSF awards AST-0955368 and CISE/ACI-1156614.

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

NASA Technical Reports Server (NTRS)

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

1984-01-01

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

Aerodynamic sound generation of flapping wing.

PubMed

Bae, Youngmin; Moon, Young J

2008-07-01

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

Aerodynamics of high frequency flapping wings

NASA Astrophysics Data System (ADS)

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

2010-11-01

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

Searching for Dwarf H Alpha Emission-line Galaxies within Voids III: First Spectra

NASA Astrophysics Data System (ADS)

Moody, J. Ward; Draper, Christian; McNeil, Stephen; Joner, Michael D.

2017-02-01

The presence or absence of dwarf galaxies with {M}r\\prime > -14 in low-density voids is determined by the nature of dark matter halos. To better understand what this nature is, we are conducting an imaging survey through redshifted Hα filters to look for emission-line dwarf galaxies in the centers of two nearby galaxy voids called FN2 and FN8. Either finding such dwarfs or establishing that they are not present is a significant result. As an important step in establishing the robustness of the search technique, we have observed six candidates from the survey of FN8 with the Gillett Gemini telescope and GMOS spectrometer. All of these candidates had emission, although none was Hα. The emission in two objects was the [O III]λ4959, 5007 doublet plus Hβ, and the emission in the remaining four was the [O II]λ3727 doublet, all from objects beyond the void. While no objects were within the void, these spectra show that the survey is capable of finding emission-line dwarfs in the void centers that are as faint as {M}r\\prime ˜ -12.4, should they be present. These spectra also show that redshifts estimated from our filtered images are accurate to several hundred km s-1 if the line is identified correctly, encouraging further work in finding ways to conduct redshift surveys through imaging alone.

What Sets the Line Profiles in Tidal Disruption Events?

NASA Astrophysics Data System (ADS)

Roth, Nathaniel; Kasen, Daniel

2018-03-01

We investigate line formation in gas that is outflowing and optically thick to electron scattering, as may be expected following the tidal disruption of a star by a supermassive black hole. Using radiative transfer calculations, we show that the optical line profiles produced by expanding TDE outflows most likely are primarily emission features, rather than the P-Cygni profiles seen in most supernova spectra. This is a result of the high line excitation temperatures in the highly irradiated TDE gas. The outflow kinematics cause the emission peak to be blueshifted and have an asymmetric red wing. Such features have been observed in some TDE spectra, and we propose that these may be signatures of outflows. We also show that non-coherent scattering of hot electrons can broaden the emission lines by ∼10,000 km s‑1, such that the line width in some TDEs may be set by the electron scattering optical depth rather than the gas kinematics. The scattering-broadened line profiles produce distinct, wing-shaped profiles that are similar to those observed in some TDE spectra. The narrowing of the emission lines over time in these observed events may be related to a drop in density rather than a drop in line-of-sight velocity.

Adaptive wing structures

NASA Astrophysics Data System (ADS)

Reed, John L., Jr.; Hemmelgarn, Christopher D.; Pelley, Bryan M.; Havens, Ernie

2005-05-01

Cornerstone Research Group, Inc. (CRG) is developing a unique adaptive wing structure intended to enhance the capability of loitering Unmanned Air Vehicles (UAVs). In order to tailor the wing design to a specific application, CRG has developed a wing structure capable of morphing in chord and increasing planform area by 80 percent. With these features, aircraft will be capable of optimizing their flight efficiency throughout the entire mission profile. The key benefit from this morphing design is increased maneuverability, resulting in improved effectiveness over the current design. During the development process CRG has overcome several challenges in the design of such a structure while incorporating advanced materials capable of maintaining aerodynamic shape and transferring aerodynamic loads while enabling crucial changes in planform shape. To overcome some of these challenges, CRG is working on integration of their shape memory polymer materials into the wing skin to enable seamless morphing. This paper will address the challenges associated with the development of a morphing aerospace structure capable of such large shape change, the materials necessary for enabling morphing capabilities, and the current status of the morphing program within CRG.

Wing flapping with minimum energy

NASA Technical Reports Server (NTRS)

Jones, R. T.

1980-01-01

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

A flow method based on solvent extraction coupled on-line to a reversed micellar mediated chemiluminescence detection for selective determination of gold(III) and gallium(III) in water and industrial samples.

PubMed

Hasanin, Tamer H A; Okamoto, Yasuaki; Fujiwara, Terufumi

2016-02-01

A rapid and sensitive flow method, based on the combination of on-line solvent extraction with reversed micellar mediated chemiluminescence (CL) detection using rhodamine B (RB), was investigated for the selective determination of Au(III) and Ga(III) in aqueous solutions. 2.0 M HCl was the optimum for extracting Au(III) while a 5.0M HCl solution containing 2.5M LiCl was selected as an optimum acidic medium for extraction of Ga(III). The Au(III) and Ga(III) chloro-complex anions were extracted from the above aqueous acidic solutions into toluene as their ion-pair complexes with the protonated RBH(+) ion followed by membrane phase separation in a flow system. In a flow cell of a detector, the extract was mixed with the reversed micellar solution of cetyltrimethylammonium chloride (CTAC) in 1-hexanol-cyclohexane/water (1.0M HCl) containing 0.10 M cerium(IV) and 0.05 M lithium sulfate. Then uptake of the ion-pair by the CTAC reversed micelles and the subsequent CL oxidation of RB with Ce(IV) occurred easily and the CL signals produced were recorded. Using a flow injection system, a detection limit (DL) of 0.4 μM Au(III) and 0.6 μM Ga(III), and linear calibration graphs with dynamic ranges from the respective DLs to 10 μM for Au(III) and Ga(III) were obtained under the optimized experimental conditions. The relative standard deviations (n=6) obtained at 2.0 µM Au(III) and 4.0 µM Ga(III) were 3.0% and 2.4%, respectively. The presented CL methodology has been applied for the determination of Au(III) and Ga(III) in water and industrial samples with satisfactory results. Copyright © 2015 Elsevier B.V. All rights reserved.

Supersonic aerodynamic characteristics of a Sparrow 3 type missile model with wing controls and comparison with existing tail-control results

NASA Technical Reports Server (NTRS)

Monta, W. J.

1977-01-01

An experimental investigation was conducted on a model of a wing control version of the Sparrow III type missile to determine the static aerodynamic characteristics over an angle of attack range from 0 deg to 40 deg for Mach numbers from 1.50 to 4.60.

Some applications of the NASTRAN level 16 subsonic flutter analysis capability. [to transport wing and arrow wing

NASA Technical Reports Server (NTRS)

Doggett, R. V., Jr.; Cunningham, H. J.

1976-01-01

The Level 16 flutter analysis capability was applied to an aspect-ratio-6.8 subsonic transport type wing, an aspect-ratio-1.7 arrow wing, and an aspect-ratio-1.3 all movable horizontal tail with a geared elevator. The transport wing and arrow wing results are compared with experimental results obtained in the Langley transonic dynamic tunnel and with other calculated results obtained using subsonic lifting surface (kernel function) unsteady aerodynamic theory.

An Iterative Decambering Approach for Post-Stall Prediction of Wing Characteristics using known Section Data

NASA Technical Reports Server (NTRS)

Mukherjee, Rinku; Gopalarathnam, Ashok; Kim, Sung Wan

2003-01-01

An iterative decambering approach for the post stall prediction of wings using known section data as inputs is presented. The method can currently be used for incompressible .ow and can be extended to compressible subsonic .ow using Mach number correction schemes. A detailed discussion of past work on this topic is presented first. Next, an overview of the decambering approach is presented and is illustrated by applying the approach to the prediction of the two-dimensional C(sub l) and C(sub m) curves for an airfoil. The implementation of the approach for iterative decambering of wing sections is then discussed. A novel feature of the current e.ort is the use of a multidimensional Newton iteration for taking into consideration the coupling between the di.erent sections of the wing. The approach lends itself to implementation in a variety of finite-wing analysis methods such as lifting-line theory, discrete-vortex Weissinger's method, and vortex lattice codes. Results are presented for a rectangular wing for a from 0 to 25 deg. The results are compared for both increasing and decreasing directions of a, and they show that a hysteresis loop can be predicted for post-stall angles of attack.

Wing-Fuselage Interference, Tail Buffeting, and Air Flow About the Tail of a Low-Wing Monoplane

NASA Technical Reports Server (NTRS)

White, James A; Hood, Manley J

1935-01-01

This report presents the results of wind tunnel tests on a Mcdonnell Douglas airplane to determine the wing-fuselage interference of a low-wing monoplane. The tests included a study of tail buffeting and the air flow in the region of the tail. The airplane was tested with and without the propeller slipstream, both in the original condition and with several devices designed to reduce or eliminate tail buffeting. The devices used were wing-fuselage fillets, a NACA cowling, reflexed trailing edge of the wing, and stub auxiliary airfoils.

Force generation and wing deformation characteristics of a flapping-wing micro air vehicle 'DelFly II' in hovering flight.

PubMed

Percin, M; van Oudheusden, B W; de Croon, G C H E; Remes, B

2016-05-19

The study investigates the aerodynamic performance and the relation between wing deformation and unsteady force generation of a flapping-wing micro air vehicle in hovering flight configuration. Different experiments were performed where fluid forces were acquired with a force sensor, while the three-dimensional wing deformation was measured with a stereo-vision system. In these measurements, time-resolved power consumption and flapping-wing kinematics were also obtained under both in-air and in-vacuum conditions. Comparison of the results for different flapping frequencies reveals different wing kinematics and deformation characteristics. The high flapping frequency case produces higher forces throughout the complete flapping cycle. Moreover, a phase difference occurs in the variation of the forces, such that the low flapping frequency case precedes the high frequency case. A similar phase lag is observed in the temporal evolution of the wing deformation characteristics, suggesting that there is a direct link between the two phenomena. A considerable camber formation occurs during stroke reversals, which is mainly determined by the stiffener orientation. The wing with the thinner surface membrane displays very similar characteristics to the baseline wing, which implies the dominance of the stiffeners in terms of providing rigidity to the wing. Wing span has a significant effect on the aerodynamic efficiency such that increasing the span length by 4 cm results in a 6% enhancement in the cycle-averaged X-force to power consumption ratio compared to the standard DelFly II wings with a span length of 28 cm.

OmegaWINGS: OmegaCAM-VST observations of WINGS galaxy clusters

NASA Astrophysics Data System (ADS)

Gullieuszik, M.; Poggianti, B.; Fasano, G.; Zaggia, S.; Paccagnella, A.; Moretti, A.; Bettoni, D.; D'Onofrio, M.; Couch, W. J.; Vulcani, B.; Fritz, J.; Omizzolo, A.; Baruffolo, A.; Schipani, P.; Capaccioli, M.; Varela, J.

2015-09-01

Context. Wide-field observations targeting galaxy clusters at low redshift are complementary to field surveys and provide the local benchmark for detailed studies of the most massive haloes in the local Universe. The Wide-field Nearby Galaxy-cluster Survey (WINGS) is a wide-field multi-wavelength survey of X-ray selected clusters at z = 0.04-0.07. The original 34' × 34' WINGS field of view has now been extended to cover a 1 deg2 field with both photometry and spectroscopy. Aims: We present the Johnson B- and V-band OmegaCAM at the VST observations of 46 WINGS clusters together with the data reduction, data quality, and Sextractor photometric catalogues. Methods: The data reduction was carried out with a modified version of the ESO-MVM (also known as ALAMBIC) reduction package, adding a cross-talk correction, the gain harmonisation, and a control procedure for problematic CCDs. The stray-light component was corrected for by employing our own observations of populated stellar fields. Results: With a median seeing of 1″ in both bands, our 25-min exposures in each band typically reach the 50% completeness level at V = 23.1 mag. The quality of the astrometric and photometric accuracy has been verified by comparison with the 2MASS and SDSS astrometry, and SDSS and previous WINGS imaging. Star-to-galaxy separation and sky-subtraction procedure were tested comparing them with previous WINGS data. Conclusions: The Sextractor photometric catalogues are publicly available at the CDS and will be included in the next release of the WINGS database on the Virtual Observatory together with the OmegaCAM reduced images. These data form the basis for a large ongoing spectroscopic campaign with AAOmega at the AAT and are being employed for a variety of studies. Based on observations made with VST at ESO Paranal Observatory under program ID 88.A-4005, 089.A-0023, 090.A-0074, 091.A-0059, and 093.A-0041.The photometric catalogue is only available at the CDS via anonymous ftp to http

A-WINGS: an integrated genome database for Pleurocybella porrigens (Angel's wing oyster mushroom, Sugihiratake).

PubMed

Yamamoto, Naoki; Suzuki, Tomohiro; Kobayashi, Masaaki; Dohra, Hideo; Sasaki, Yohei; Hirai, Hirofumi; Yokoyama, Koji; Kawagishi, Hirokazu; Yano, Kentaro

2014-12-03

The angel's wing oyster mushroom (Pleurocybella porrigens, Sugihiratake) is a well-known delicacy. However, its potential risk in acute encephalopathy was recently revealed by a food poisoning incident. To disclose the genes underlying the accident and provide mechanistic insight, we seek to develop an information infrastructure containing omics data. In our previous work, we sequenced the genome and transcriptome using next-generation sequencing techniques. The next step in achieving our goal is to develop a web database to facilitate the efficient mining of large-scale omics data and identification of genes specifically expressed in the mushroom. This paper introduces a web database A-WINGS (http://bioinf.mind.meiji.ac.jp/a-wings/) that provides integrated genomic and transcriptomic information for the angel's wing oyster mushroom. The database contains structure and functional annotations of transcripts and gene expressions. Functional annotations contain information on homologous sequences from NCBI nr and UniProt, Gene Ontology, and KEGG Orthology. Digital gene expression profiles were derived from RNA sequencing (RNA-seq) analysis in the fruiting bodies and mycelia. The omics information stored in the database is freely accessible through interactive and graphical interfaces by search functions that include 'GO TREE VIEW' browsing, keyword searches, and BLAST searches. The A-WINGS database will accelerate omics studies on specific aspects of the angel's wing oyster mushroom and the family Tricholomataceae.

Copernicus studies of interstellar material in the Perseus II complex. III - The line of sight to Zeta Persei

NASA Technical Reports Server (NTRS)

Snow, T. P., Jr.

1977-01-01

Ultraviolet spectrophotometric data obtained with Copernicus are used to analyze the distribution, composition, density, temperature, and kinematics of the interstellar material along the line of sight to Zeta Persei. The far-UV extinction curve for the star is evaluated along with the kinematics of the interstellar gas, observations of atomic and molecular hydrogen, curves of growth for neutral and ionized species, atomic abundances and depletions, ionization equilibria, and observations of CO and OH lines. The results show that there are apparently three clouds along the line of sight to Zeta Persei: a main cloud at approximately +13 km/s which contains most of the material and forms all the neutral and molecular lines as well as most of the ionic lines, a second component at +22 km/s which must contribute to the strong UV lines of most ions, and a third component at roughly +2 km/s which gives rise to a strong Si III line at 1206 A. It is also found that the UV extinction curve has a somewhat steep far-UV rise, indicating the presence of a substantial number of small grains, and that about 30% of the hydrogen nuclei over the entire line of sight are in molecular form.

Experimental Investigation of Aeroelastic Deformation of Slender Wings at Supersonic Speeds Using a Video Model Deformation Measurement Technique

NASA Technical Reports Server (NTRS)

Erickson, Gary E.

2013-01-01

A video-based photogrammetric model deformation system was established as a dedicated optical measurement technique at supersonic speeds in the NASA Langley Research Center Unitary Plan Wind Tunnel. This system was used to measure the wing twist due to aerodynamic loads of two supersonic commercial transport airplane models with identical outer mold lines but different aeroelastic properties. One model featured wings with deflectable leading- and trailing-edge flaps and internal channels to accommodate static pressure tube instrumentation. The wings of the second model were of single-piece construction without flaps or internal channels. The testing was performed at Mach numbers from 1.6 to 2.7, unit Reynolds numbers of 1.0 million to 5.0 million, and angles of attack from -4 degrees to +10 degrees. The video model deformation system quantified the wing aeroelastic response to changes in the Mach number, Reynolds number concurrent with dynamic pressure, and angle of attack and effectively captured the differences in the wing twist characteristics between the two test articles.

Flexible-Wing-Based Micro Air Vehicles

NASA Technical Reports Server (NTRS)

Ifju, Peter G.; Jenkins, David A.; Ettinger, Scott; Lian, Yong-Sheng; Shyy, Wei; Waszak, Martin R.

2002-01-01

This paper documents the development and evaluation of an original flexible-wing-based Micro Air Vehicle (MAV) technology that reduces adverse effects of gusty wind conditions and unsteady aerodynamics, exhibits desirable flight stability, and enhances structural durability. The flexible wing concept has been demonstrated on aircraft with wingspans ranging from 18 inches to 5 inches. Salient features of the flexible-wing-based MAV, including the vehicle concept, flexible wing design, novel fabrication methods, aerodynamic assessment, and flight data analysis are presented.

AMELIA CESTOL Test: Acoustic Characteristics of Circulation Control Wing with Leading- and Trailing-Edge Slot Blowing

NASA Technical Reports Server (NTRS)

Horne, William C.; Burnside, Nathan J.

2013-01-01

The AMELIA Cruise-Efficient Short Take-off and Landing (CESTOL) configuration concept was developed to meet future requirements of reduced field length, noise, and fuel burn by researchers at Cal Poly, San Luis Obispo and Georgia Tech Research Institute under sponsorship by the NASA Fundamental Aeronautics Program (FAP), Subsonic Fixed Wing Project. The novel configuration includes leading- and trailing-edge circulation control wing (CCW), over-wing podded turbine propulsion simulation (TPS). Extensive aerodynamic measurements of forces, surfaces pressures, and wing surface skin friction measurements were recently measured over a wide range of test conditions in the Arnold Engineering Development Center(AEDC) National Full-Scale Aerodynamics Complex (NFAC) 40- by 80-Ft Wind Tunnel. Acoustic measurements of the model were also acquired for each configuration with 7 fixed microphones on a line under the left wing, and with a 48-element, 40-inch diameter phased microphone array under the right wing. This presentation will discuss acoustic characteristics of the CCW system for a variety of tunnel speeds (0 to 120 kts), model configurations (leading edge(LE) and/or trailing-edge(TE) slot blowing, and orientations (incidence and yaw) based on acoustic measurements acquired concurrently with the aerodynamic measurements. The flow coefficient, Cmu= mVSLOT/qSW varied from 0 to 0.88 at 40 kts, and from 0 to 0.15 at 120 kts. Here m is the slot mass flow rate, VSLOT is the slot exit velocity, q is dynamic pressure, and SW is wing surface area. Directivities at selected 1/3 octave bands will be compared with comparable measurements of a 2-D wing at GTRI, as will as microphone array near-field measurements of the right wing at maximum flow rate. The presentation will include discussion of acoustic sensor calibrations as well as characterization of the wind tunnel background noise environment.

Variable assessment of wing colouration in aerial contests of the red-winged damselfly Mnesarete pudica (Zygoptera, Calopterygidae)

NASA Astrophysics Data System (ADS)

Guillermo-Ferreira, Rhainer; Gorb, Stanislav N.; Appel, Esther; Kovalev, Alexander; Bispo, Pitágoras C.

2015-04-01

Wing pigmentation is a trait that predicts the outcome of male contests in some damselflies. Thus, it is reasonable to suppose that males would have the ability to assess wing pigmentation and adjust investment in a fight according to the costs that the rival may potentially impose. Males of the damselfly Mnesarete pudica exhibit red-coloured wings and complex courtship behaviour and engage in striking male-male fights. In this study, we investigated male assessment behaviour during aerial contests. Theory suggests that the relationship between male resource-holding potential (RHP) and contest duration describes the kind of assessment adopted by males: self-assessment, opponent-only assessment or mutual assessment. A recent theory also suggests that weak and strong males exhibit variations in the assessment strategies adopted. We estimated male RHP through male body size and wing colouration (i.e. pigmentation, wing reflectance spectra and transmission spectra) and studied the relationship between male RHP and contest duration from video-documented behavioural observations of naturally occurring individual contests in the field. The results showed that males with more opaque wings and larger red spots were more likely to win contests. The relationships between RHP and contest durations partly supported the self-assessment and the mutual assessment models. We then experimentally augmented the pigmented area of the wings, in order to evaluate whether strong and weak males assess rivals' RHP through wing pigmentation. Our experimental manipulation, however, clearly demonstrated that strong males assess rivals' wing pigmentation. We finally suggest that there is a variation in the assessment strategy adopted by males.

Variable assessment of wing colouration in aerial contests of the red-winged damselfly Mnesarete pudica (Zygoptera, Calopterygidae).

PubMed

Guillermo-Ferreira, Rhainer; Gorb, Stanislav N; Appel, Esther; Kovalev, Alexander; Bispo, Pitágoras C

2015-04-01

Wing pigmentation is a trait that predicts the outcome of male contests in some damselflies. Thus, it is reasonable to suppose that males would have the ability to assess wing pigmentation and adjust investment in a fight according to the costs that the rival may potentially impose. Males of the damselfly Mnesarete pudica exhibit red-coloured wings and complex courtship behaviour and engage in striking male-male fights. In this study, we investigated male assessment behaviour during aerial contests. Theory suggests that the relationship between male resource-holding potential (RHP) and contest duration describes the kind of assessment adopted by males: self-assessment, opponent-only assessment or mutual assessment. A recent theory also suggests that weak and strong males exhibit variations in the assessment strategies adopted. We estimated male RHP through male body size and wing colouration (i.e. pigmentation, wing reflectance spectra and transmission spectra) and studied the relationship between male RHP and contest duration from video-documented behavioural observations of naturally occurring individual contests in the field. The results showed that males with more opaque wings and larger red spots were more likely to win contests. The relationships between RHP and contest durations partly supported the self-assessment and the mutual assessment models. We then experimentally augmented the pigmented area of the wings, in order to evaluate whether strong and weak males assess rivals' RHP through wing pigmentation. Our experimental manipulation, however, clearly demonstrated that strong males assess rivals' wing pigmentation. We finally suggest that there is a variation in the assessment strategy adopted by males.

Continuous and line spectra of granules and intergranular lanes

NASA Astrophysics Data System (ADS)

Suemoto, Z.; Hiei, E.; Nakagomi, Y.

1990-05-01

Temperature and velocity structures above granules and intergranular lanes were studied on spectrograms covering Ca II H and K lines. In agreement with earlier results, it was confirmed more quantitatively that there appear two kinds of bright continua, one in the outer wings (granular continuum) and the other in the inner wings (temporarily called K0-continuum) of Ca II H and K lines, and that these two kinds of bright continua are located more or less in a complementary fashion. Further, it was found that the bright K0-continuum is well associated with higher central residual intensity of absorption lines. These facts suggest that, in the upper photosphere, there are high temperature regions in the intergranular lanes. Motions above granular regions are essentially upwards, whereas those of intergranular regions are predominantly downwards, and in the uppermost photosphere the motions become more random.

Vortex coupling in trailing vortex-wing interactions

NASA Astrophysics Data System (ADS)

Chen, C.; Wang, Z.; Gursul, I.

2018-03-01

The interaction of trailing vortices of an upstream wing with rigid and flexible downstream wings has been investigated experimentally in a wind tunnel, using particle image velocimetry, hot-wire, force, and deformation measurements. Counter-rotating upstream vortices exhibit increased meandering when they are close to the tip of the downstream wing. The upstream vortex forms a pair with the vortex shed from the downstream wing and then exhibits large displacements around the wing tip. This coupled motion of the pair has been found to cause large lift fluctuations on the downstream wing. The meandering of the vortex pair occurs at the natural meandering frequency of the isolated vortex, with a low Strouhal number, and is not affected by the frequency of the large-amplitude wing oscillations if the downstream wing is flexible. The displacement of the leading vortex is larger than that of the trailing vortex; however, it causes highly correlated variations of the core radius, core vorticity, and circulation of the trailing vortex with the coupled meandering motion. In contrast, co-rotating vortices do not exhibit any increased meandering.

Wing optimization for space shuttle orbiter vehicles

NASA Technical Reports Server (NTRS)

Surber, T. E.; Bornemann, W. E.; Miller, W. D.

1972-01-01

The results were presented of a parametric study performed to determine the optimum wing geometry for a proposed space shuttle orbiter. The results of the study establish the minimum weight wing for a series of wing-fuselage combinations subject to constraints on aerodynamic heating, wing trailing edge sweep, and wing over-hang. The study consists of a generalized design evaluation which has the flexibility of arbitrarily varying those wing parameters which influence the vehicle system design and its performance. The study is structured to allow inputs of aerodynamic, weight, aerothermal, structural and material data in a general form so that the influence of these parameters on the design optimization process can be isolated and identified. This procedure displays the sensitivity of the system design of variations in wing geometry. The parameters of interest are varied in a prescribed fashion on a selected fuselage and the effect on the total vehicle weight is determined. The primary variables investigated are: wing loading, aspect ratio, leading edge sweep, thickness ratio, and taper ratio.

Structure analysis of the wing of a dragonfly

NASA Astrophysics Data System (ADS)

Machida, Kenji; Shimanuki, J.

2005-04-01

It is considered that wing corrugation increases not only the warping rigidity but also the flexibility. The wing of a dragonfly has some characteristic structures, such as "Nodus", "Stigma". Nodus is located in the center of the leading edge, and stigma like a mark is located near the end of the wing. It is considered that these structures not only increase the flexibility of the wing, but also prevent fatigue fracture of wings. Therefore, to investigate the mechanism of dragonfly's wing, the configuration of wing used for analyses was measured using an optical coordinate profile measuring machine and a laser microscope. Moreover, several 3-D models of the dragonfly's wing were made, and calculated by the 3-D finite element method.

Aerodynamic effects of flexibility in flapping wings.

PubMed

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

2010-03-06

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

Aerodynamic effects of flexibility in flapping wings

PubMed Central

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

2010-01-01

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

An investigation of tip planform influence on the aerodynamic load characteristics of semispan, upswept wing and wing-tip

NASA Technical Reports Server (NTRS)

Vanaken, Johannes M.

1986-01-01

A semi-span wing, equipped with an interchangeable tip, which was varied in planform and size was examined. Total wing aerodynamic loading was obtained from the wind tunnel scale system. The wing tip was mounted on a separate six-component strain gauge balance, which provided the aerodynamic loads on the tip. The tests were accomplished in the NASA Ames 7X10-Foot Wind Tunnel at a Mach number of 0.178. The aerodynamic load characteristics of the wing and of the tip were presented with the tip at several incidence angles relative to the wing inboard section.

Supersonic aerodynamics of delta wings

NASA Technical Reports Server (NTRS)

Wood, Richard M.

1988-01-01

Through the empirical correlation of experimental data and theoretical analysis, a set of graphs has been developed which summarize the inviscid aerodynamics of delta wings at supersonic speeds. The various graphs which detail the aerodynamic performance of delta wings at both zero-lift and lifting conditions were then employed to define a preliminary wing design approach in which both the low-lift and high-lift design criteria were combined to define a feasible design space.

Subtractive Structural Modification of Morpho Butterfly Wings.

PubMed

Shen, Qingchen; He, Jiaqing; Ni, Mengtian; Song, Chengyi; Zhou, Lingye; Hu, Hang; Zhang, Ruoxi; Luo, Zhen; Wang, Ge; Tao, Peng; Deng, Tao; Shang, Wen

2015-11-11

Different from studies of butterfly wings through additive modification, this work for the first time studies the property change of butterfly wings through subtractive modification using oxygen plasma etching. The controlled modification of butterfly wings through such subtractive process results in gradual change of the optical properties, and helps the further understanding of structural optimization through natural evolution. The brilliant color of Morpho butterfly wings is originated from the hierarchical nanostructure on the wing scales. Such nanoarchitecture has attracted a lot of research effort, including the study of its optical properties, its potential use in sensing and infrared imaging, and also the use of such structure as template for the fabrication of high-performance photocatalytic materials. The controlled subtractive processes provide a new path to modify such nanoarchitecture and its optical property. Distinct from previous studies on the optical property of the Morpho wing structure, this study provides additional experimental evidence for the origination of the optical property of the natural butterfly wing scales. The study also offers a facile approach to generate new 3D nanostructures using butterfly wings as the templates and may lead to simpler structure models for large-scale man-made structures than those offered by original butterfly wings. © 2015 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

Winglets on low aspect ratio wings

NASA Technical Reports Server (NTRS)

Kuhlman, John M.; Liaw, Paul

1987-01-01

The drag reduction potentially available from the use of winglets at the tips of low aspect ratio (1.75-2.67) wings with pronounced (45-60 deg) leading edge sweep is assessed numerically for the case of a cruise design point at Mach of 0.8 and a lift coefficient of 0.3. Both wing-winglet and wing-alone design geometries are derived from a linear-theory, minimum induced drag design methodology. Relative performance is evaluated with a nonlinear extended small disturbance potential flow analysis code. Predicted lift coefficient/pressure drag coefficient increases at equal lift for the wing-winglet configurations over the wing-alone planform are of the order of 14.6-15.8, when boundary layer interaction is included.

Projection Moire Interferometry Measurements of Micro Air Vehicle Wings

NASA Technical Reports Server (NTRS)

Fleming, Gary A.; Bartram, Scott M.; Waszak, Martin R.; Jenkins, Luther N.

2001-01-01

Projection Moire Interferometry (PMI) has been used to measure the structural deformation of micro air vehicle (MAV) wings during a series of wind tunnel tests. The MAV wings had a highly flexible wing structure, generically reminiscent of a bat s wing, which resulted in significant changes in wing shape as a function of MAV angle-of-attack and simulated flight speed. This flow-adaptable wing deformation is thought to provide enhanced vehicle stability and wind gust alleviation compared to rigid wing designs. Investigation of the potential aerodynamic benefits of a flexible MAV wing required measurement of the wing shape under aerodynamic loads. PMI was used to quantify the aerodynamically induced changes in wing shape for three MAV wings having different structural designs and stiffness characteristics. This paper describes the PMI technique, its application to MAV testing, and presents a portion of the PMI data acquired for the three different MAV wings tested.

Flow visualization study of close-coupled canard wing and strake wing configuration

NASA Technical Reports Server (NTRS)

Miner, D. D.; Gloss, B. B.

1975-01-01

The Langley 1/8-scale V/STOL model tunnel was used to qualitatively determine the flow fields associated with semi-span close coupled canard wing and strake wing models. Small helium filled bubbles were injected upstream of the models to make the flow visible. Photographs were taken over the angle-of-attack ranges of -10 deg to 40 deg.

Thin tailored composite wing for civil tiltrotor

NASA Technical Reports Server (NTRS)

Rais-Rohani, Masoud

1994-01-01

The tiltrotor aircraft is a flight vehicle which combines the efficient low speed (i.e., take-off, landing, and hover) characteristics of a helicopter with the efficient cruise speed of a turboprop airplane. A well-known example of such vehicle is the Bell-Boeing V-22 Osprey. The high cruise speed and range constraints placed on the civil tiltrotor require a relatively thin wing to increase the drag-divergence Mach number which translates into lower compressibility drag. It is required to reduce the wing maximum thickness-to-chord ratio t/c from 23% (i.e., V-22 wing) to 18%. While a reduction in wing thickness results in improved aerodynamic efficiency, it has an adverse effect on the wing structure and it tends to reduce structural stiffness. If ignored, the reduction in wing stiffness leads to susceptibility to aeroelastic and dynamic instabilities which may consequently cause a catastrophic failure. By taking advantage of the directional stiffness characteristics of composite materials the wing structure may be tailored to have the necessary stiffness, at a lower thickness, while keeping the weight low. The goal of this study is to design a wing structure for minimum weight subject to structural, dynamic and aeroelastic constraints. The structural constraints are in terms of strength and buckling allowables. The dynamic constraints are in terms of wing natural frequencies in vertical and horizontal bending and torsion. The aeroelastic constraints are in terms of frequency placement of the wing structure relative to those of the rotor system. The wing-rotor-pylon aeroelastic and dynamic interactions are limited in this design study by holding the cruise speed, rotor-pylon system, and wing geometric attributes fixed. To assure that the wing-rotor stability margins are maintained a more rigorous analysis based on a detailed model of the rotor system will need to ensue following the design study. The skin-stringer-rib type architecture is used for the wing

Kinematic compensation for wing loss in flying damselflies.

PubMed

Kassner, Ziv; Dafni, Eyal; Ribak, Gal

2016-02-01

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

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

NASA Astrophysics Data System (ADS)

Suzuki, Kosuke; Aoki, Takaaki; Yoshino, Masato

2017-10-01

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

F-8 oblique wing structural feasibility study

NASA Technical Reports Server (NTRS)

Koltko, E.; Katz, A.; Bell, M. A.; Smith, W. D.; Lauridia, R.; Overstreet, C. T.; Klapprott, C.; Orr, T. F.; Jobe, C. L.; Wyatt, F. G.

1975-01-01

The feasibility of fitting a rotating oblique wing on an F-8 aircraft to produce a full scale manned prototype capable of operating in the transonic and supersonic speed range was investigated. The strength, aeroelasticity, and fatigue life of such a prototype are analyzed. Concepts are developed for a new wing, a pivot, a skewing mechanism, control systems that operate through the pivot, and a wing support assembly that attaches in the F-8 wing cavity. The modification of the two-place NTF-8A aircraft to the oblique wing configuration is discussed.

A lift-cancellation technique in linearized supersonic-wing theory

NASA Technical Reports Server (NTRS)

Mirels, Harold

1951-01-01

A lift-cancellation technique is presented for determining load distributions on thin wings at supersonic speeds. The loading on a wing having a prescribed plan form is expressed as the loading of a known related wing (such as a two-dimensional or triangular wing) minus the loading of an appropriate cancellation wing. The lift-cancellation technique can be used to find the loading on a large variety of wings. Applications to swept wings having curvilinear plan forms and to wings having reentrant side edges are indicated.

Conical Euler solution for a highly-swept delta wing undergoing wing-rock motion

NASA Technical Reports Server (NTRS)

Lee, Elizabeth M.; Batina, John T.

1990-01-01

Modifications to an unsteady conical Euler code for the free-to-roll analysis of highly-swept delta wings are described. The modifications involve the addition of the rolling rigid-body equation of motion for its simultaneous time-integration with the governing flow equations. The flow solver utilized in the Euler code includes a multistage Runge-Kutta time-stepping scheme which uses a finite-volume spatial discretization on an unstructured mesh made up of triangles. Steady and unsteady results are presented for a 75 deg swept delta wing at a freestream Mach number of 1.2 and an angle of attack of 30 deg. The unsteady results consist of forced harmonic and free-to-roll calculations. The free-to-roll case exhibits a wing rock response produced by unsteady aerodynamics consistent with the aerodynamics of the forced harmonic results. Similarities are shown with a wing-rock time history from a low-speed wind tunnel test.

Wing force and surface pressure data from a hover test of a 0.658-scale V-22 rotor and wing

NASA Technical Reports Server (NTRS)

Felker, Fort F.; Shinoda, Patrick R.; Heffernan, Ruth M.; Sheehy, Hugh F.

1990-01-01

A hover test of a 0.658-scale V-22 rotor and wing was conducted in the 40 x 80 foot wind tunnel at Ames Research Center. The principal objective of the test was to measure the surface pressures and total download on a large scale V-22 wing in hover. The test configuration consisted of a single rotor and semispan wing on independent balance systems. A large image plane was used to represent the aircraft plane of symmetry. Wing flap angles ranging from 45 to 90 degrees were examined. Data were acquired for both directions of the rotor rotation relative to the wing. Steady and unsteady wing surface pressures, total wing forces, and rotor performance data are presented for all of the configurations that were tested.

Characteristics of the flow around tandem flapping wings

NASA Astrophysics Data System (ADS)

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

2014-11-01

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

Imaging and Laser Spectroscopy Investigation of Insect Wings

NASA Astrophysics Data System (ADS)

Shiver, Tegan; Lawhead, Carlos; Anderson, Josiah; Cooper, Nathan; Ujj, Laszlo; Pall Life Sciences Collaboration

2014-03-01

Measuring the surface morphology and chemical composition of insect wings is important to understand the extreme mechanical properties and the biophysical functionalities of the wings. We have measured the image of the membrane of the cicada (genus Tibicen) wing with the help of Scanning Electron Microscopy (SEM). The results confirm the existing periodic structure of the wing measured previously. The SEM imaging can be used to measure the surface morphology of any insect species wings. The physical surface structure of the cicada wing is an example of a new class of biomaterials that can kill bacteria on contact. In order to identify the chemical composition of the wing, we have measured the vibrational spectra of the wing's membrane (Raman and CARS). The measured spectra are consistent with the original assumption that the wing membrane is composed of protein, wax, and chitin. The results of these studies can be used to make artificial materials in the future.

Functional Gustatory Role of Chemoreceptors in Drosophila Wings.

PubMed

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

2016-05-17

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

Flow visualization study of a vortex-wing interaction

NASA Technical Reports Server (NTRS)

Mehta, R. D.; Lim, T. T.

1984-01-01

A flow visualization study in water was completed on the interaction of a streamwise vortex with a laminar boundary layer on a two-dimensional wing. The vortex was generated at the tip of a finite wing at incidence, mounted perpendicular to the main wing, and having the same chord as the main wing. The Reynolds number based on wing chord was about 5000. Two different visualization techniques were used. One involved the injection of two different colored dyes into the vortex and the boundary layer. The other technique utilized hydrogen bubbles as an indicator. The position of the vortex was varied in a directional normal to the wing. The angle of attack of the main wing was varied from -5 to +12.5 deg. The vortex induced noticeable cross flows in the wing boundary layer from a distance equivalent to 0.75 chords. When very close to the wing, the vortex entrained boundary layer fluid and caused a cross flow separation which resulted in a secondary vortex.

Nonlinear Aerodynamics and the Design of Wing Tips

NASA Technical Reports Server (NTRS)

Kroo, Ilan

1991-01-01

The analysis and design of wing tips for fixed wing and rotary wing aircraft still remains part art, part science. Although the design of airfoil sections and basic planform geometry is well developed, the tip regions require more detailed consideration. This is important because of the strong impact of wing tip flow on wing drag; although the tip region constitutes a small portion of the wing, its effect on the drag can be significant. The induced drag of a wing is, for a given lift and speed, inversely proportional to the square of the wing span. Concepts are proposed as a means of reducing drag. Modern computational methods provide a tool for studying these issues in greater detail. The purpose of the current research program is to improve the understanding of the fundamental issues involved in the design of wing tips and to develop the range of computational and experimental tools needed for further study of these ideas.

High performance forward swept wing aircraft

NASA Technical Reports Server (NTRS)

Koenig, David G. (Inventor); Aoyagi, Kiyoshi (Inventor); Dudley, Michael R. (Inventor); Schmidt, Susan B. (Inventor)

1988-01-01

A high performance aircraft capable of subsonic, transonic and supersonic speeds employs a forward swept wing planform and at least one first and second solution ejector located on the inboard section of the wing. A high degree of flow control on the inboard sections of the wing is achieved along with improved maneuverability and control of pitch, roll and yaw. Lift loss is delayed to higher angles of attack than in conventional aircraft. In one embodiment the ejectors may be advantageously positioned spanwise on the wing while the ductwork is kept to a minimum.

Flying wings / flying fuselages

NASA Technical Reports Server (NTRS)

Wood, Richard M.; Bauer, Steven X. S.

2001-01-01

The present paper has documented the historical relationships between various classes of all lifting vehicles, which includes the flying wing, all wing, tailless, lifting body, and lifting fuselage. The diversity in vehicle focus was to ensure that all vehicle types that map have contributed to or been influenced by the development of the classical flying wing concept was investigated. The paper has provided context and perspective for present and future aircraft design studies that may employ the all lifting vehicle concept. The paper also demonstrated the benefit of developing an understanding of the past in order to obtain the required knowledge to create future concepts with significantly improved aerodynamic performance.

Gliding Swifts Attain Laminar Flow over Rough Wings

PubMed Central

Lentink, David; de Kat, Roeland

2014-01-01

Swifts are among the most aerodynamically refined gliding birds. However, the overlapping vanes and protruding shafts of their primary feathers make swift wings remarkably rough for their size. Wing roughness height is 1–2% of chord length on the upper surface—10,000 times rougher than sailplane wings. Sailplanes depend on extreme wing smoothness to increase the area of laminar flow on the wing surface and minimize drag for extended glides. To understand why the swift does not rely on smooth wings, we used a stethoscope to map laminar flow over preserved wings in a low-turbulence wind tunnel. By combining laminar area, lift, and drag measurements, we show that average area of laminar flow on swift wings is 69% (n = 3; std 13%) of their total area during glides that maximize flight distance and duration—similar to high-performance sailplanes. Our aerodynamic analysis indicates that swifts attain laminar flow over their rough wings because their wing size is comparable to the distance the air travels (after a roughness-induced perturbation) before it transitions from laminar to turbulent. To interpret the function of swift wing roughness, we simulated its effect on smooth model wings using physical models. This manipulation shows that laminar flow is reduced and drag increased at high speeds. At the speeds at which swifts cruise, however, swift-like roughness prolongs laminar flow and reduces drag. This feature gives small birds with rudimentary wings an edge during the evolution of glide performance. PMID:24964089

Semi-automated quantitative Drosophila wings measurements.

PubMed

Loh, Sheng Yang Michael; Ogawa, Yoshitaka; Kawana, Sara; Tamura, Koichiro; Lee, Hwee Kuan

2017-06-28

Drosophila melanogaster is an important organism used in many fields of biological research such as genetics and developmental biology. Drosophila wings have been widely used to study the genetics of development, morphometrics and evolution. Therefore there is much interest in quantifying wing structures of Drosophila. Advancement in technology has increased the ease in which images of Drosophila can be acquired. However such studies have been limited by the slow and tedious process of acquiring phenotypic data. We have developed a system that automatically detects and measures key points and vein segments on a Drosophila wing. Key points are detected by performing image transformations and template matching on Drosophila wing images while vein segments are detected using an Active Contour algorithm. The accuracy of our key point detection was compared against key point annotations of users. We also performed key point detection using different training data sets of Drosophila wing images. We compared our software with an existing automated image analysis system for Drosophila wings and showed that our system performs better than the state of the art. Vein segments were manually measured and compared against the measurements obtained from our system. Our system was able to detect specific key points and vein segments from Drosophila wing images with high accuracy.

Similitude relations for buffet and wing rock on delta wings

NASA Astrophysics Data System (ADS)

Mabey, D. G.

1997-08-01

Vortex flow phenomena at high angles of incidence are of great interest to the designers of advanced combat aircraft. The steady phenomena (such as steady lift and pitching moments) are understood fairly well, whereas the unsteady phenomena are still uncertain. This paper addresses two important unsteady phenomena on delta wings. With regard to the frequency parameter of the quasi-periodic excitation caused by vortex bursting, a new correlation is established covering a range of sweep back from 60 to 75°. With regard to the much lower frequency parameter of limit-cycle rigid-body wing-rock, a new experiment shows conclusively that although the motion is non-linear, the frequency parameter can be predicted by quasi-steady theory. As a consequence, for a given sweep angle, the frequency parameter is inversely proportional to the square root of the inertia in roll. This is an important observation when attempting to extrapolate from model tests in wind tunnels to predict the wing-rock characteristics of aircraft.

Design and demonstration of a small expandable morphing wing

NASA Astrophysics Data System (ADS)

Heryawan, Yudi; Park, Hoon C.; Goo, Nam S.; Yoon, Kwang J.; Byun, Yung H.

2005-05-01

In this paper, we present design, manufacturing, and wind tunnel test for a small-scale expandable morphing wing. The wing is separated into inner and outer wings as a typical bird wing. The part from leading edge of the wing chord is made of carbon composite strip and balsa. The remaining part is covered with curved thin carbon fiber composite mimicking wing feathers. The expandable wing is driven by a small DC motor, reduction gear, and fiber reinforced composite linkages. Rotation of the motor is switched to push-pull linear motion by a screw and the linear motion of the screw is transferred to linkages to create wing expansion and folding motions. The wing can change its aspect ratio from 4.7 to 8.5 in about 2 seconds and the speed can be controlled. Two LIPCAs (Lightweight Piezo-Composite Actuators) are attached under the inner wing section and activated on the expanded wing state to modify camber of the wing. In the wind tunnel test, change of lift, drag, and pitching moment during wing expansion have been investigated for various angles of attack. The LIPCA activation has created significant additional lift.

Lateral-directional stability characteristics of a wing-fuselage configuration at angles of attack up to 44 deg

NASA Technical Reports Server (NTRS)

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

1974-01-01

An investigation has been conducted to determine the effects of configuration variables on the lateral-directional stability characteristics of a wing-fuselage configuration. The variables under study included variations in the location of a single center-line vertical tail and twin vertical tails, wing height, fuselage strakes, and horizontal tails. The study was conducted in the Langley high-speed 7-by 10-foot tunnel at a Mach number of 0.30, at angles of attack up to 44 deg and at sideslip angles of 0 deg and plus or minus 5 deg.

Optimal redesign study of the harm wing

NASA Technical Reports Server (NTRS)

Mcintosh, S. C., Jr.; Weynand, M. E.

1984-01-01

The purpose of this project was to investigate the use of optimization techniques to improve the flutter margins of the HARM AGM-88A wing. The missile has four cruciform wings, located near mid-fuselage, that are actuated in pairs symmetrically and antisymmetrically to provide pitch, yaw, and roll control. The wings have a solid stainless steel forward section and a stainless steel crushed-honeycomb aft section. The wing restraint stiffness is dependent upon wing pitch amplitude and varies from a low value near neutral pitch attitude to a much higher value at off-neutral pitch attitudes, where aerodynamic loads lock out any free play in the control system. The most critical condition for flutter is the low-stiffness condition in which the wings are moved symmetrically. Although a tendency toward limit-cycle flutter is controlled in the current design by controller logic, wing redesign to improve this situation is attractive because it can be accomplished as a retrofit. In view of the exploratory nature of the study, it was decided to apply the optimization to a wing-only model, validated by comparison with results obtained by Texas Instruments (TI). Any wing designs that looked promising were to be evaluated at TI with more complicated models, including body modes. The optimization work was performed by McIntosh Structural Dynamics, Inc. (MSD) under a contract from TI.

Preliminary design optimization of joined-wing aircraft

NASA Technical Reports Server (NTRS)

Gallman, John W.; Kroo, Ilan M.; Smith, Stephen C.

1990-01-01

The joined wing is an innovative aircraft configuration that has a its tail connected to the wing forming a diamond shape in both top and plan view. This geometric arrangement utilizes the tail for both pitch control and as a structural support for the wing. Several researchers have studied this configuration and predicted significant reductions in trimmed drag or structural weight when compared with a conventional T-tail configuration. Kroo et al. compared the cruise drag of joined wings with conventional designs of the same lifting-surface area and structural weight. This study showed an 11 percent reduction in cruise drag for the lifting system of a joined wing. Although this reduction in cruise drag is significant, a complete design study is needed before any economic savings can be claimed for a joined-wing transport. Mission constraints, such as runway length, could increase the wing area and eliminate potential drag savings. Since other design codes do not accurately represent the interaction between structures and aerodynamics for joined wings, we developed a new design code for this study. The aerodynamic and structural analyses in this study are significantly more sophisticated than those used in most conventional design codes. This sophistication was needed to predict the aerodynamic interference between the wing and tail and the stresses in the truss-like structure. This paper describes these analysis methods, discusses some problems encountered when applying the numerical optimizer NPSOL, and compares optimum joined wings with conventional aircraft on the basis of cruise drag, lifting surface weight, and direct operating cost (DOC).

Adaptive wing static aeroelastic roll control

NASA Astrophysics Data System (ADS)

Ehlers, Steven M.; Weisshaar, Terrence A.

1993-09-01

Control of the static aeroelastic characteristics of a swept uniform wing in roll using an adaptive structure is examined. The wing structure is modeled as a uniform beam with bending and torsional deformation freedom. Aerodynamic loads are obtained from strip theory. The structure model includes coefficients representing torsional and bending actuation provided by embedded piezoelectric material layers. The wing is made adaptive by requiring the electric field applied to the piezoelectric material layers to be proportional to the wing root loads. The proportionality factor, or feedback gain, is used to control static aeroelastic rolling properties. Example wing configurations are used to illustrate the capabilities of the adaptive structure. The results show that rolling power, damping-in-roll and aileron effectiveness can be controlled by adjusting the feedback gain. And that dynamic pressure affects the gain required. Gain scheduling can be used to set and maintain rolling properties over a range of dynamic pressures. An adaptive wing provides a method for active aeroelastic tailoring of structural response to meet changing structural performance requirements during a roll maneuver.

The dependence of C IV broad absorption line properties on accompanying Si IV and Al III absorption: relating quasar-wind ionization levels, kinematics, and column densities

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

Filiz Ak, N.; Brandt, W. N.; Schneider, D. P.

2014-08-20

We consider how the profile and multi-year variability properties of a large sample of C IV Broad Absorption Line (BAL) troughs change when BALs from Si IV and/or Al III are present at corresponding velocities, indicating that the line of sight intercepts at least some lower ionization gas. We derive a number of observational results for C IV BALs separated according to the presence or absence of accompanying lower ionization transitions, including measurements of composite profile shapes, equivalent width (EW), characteristic velocities, composite variation profiles, and EW variability. We also measure the correlations between EW and fractional-EW variability for Cmore » IV, Si IV, and Al III. Our measurements reveal the basic correlated changes between ionization level, kinematics, and column density expected in accretion-disk wind models; e.g., lines of sight including lower ionization material generally show deeper and broader C IV troughs that have smaller minimum velocities and that are less variable. Many C IV BALs with no accompanying Si IV or Al III BALs may have only mild or no saturation.« less

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.

Theoretical Stark broadening parameters for spectral lines arising from the 2p5ns, 2p5np and 2p5nd electronic configurations of Mg III

NASA Astrophysics Data System (ADS)

Colón, C.; Moreno-Díaz, C.; Alonso-Medina, A.

2013-10-01

In the present work we report theoretical Stark widths and shifts calculated using the Griem semi-empirical approach, corresponding to 237 spectral lines of Mg III. Data are presented for an electron density of 1017 cm-3 and temperatures T = 0.5-10.0 (104K). The matrix elements used in these calculations have been determined from 23 configurations of Mg III: 2s22p6, 2s22p53p, 2s22p54p, 2s22p54f and 2s22p55f for even parity and 2s22p5ns (n = 3-6), 2s22p5nd (n = 3-9), 2s22p55g and 2s2p6np (n = 3-8) for odd parity. For the intermediate coupling (IC) calculations, we use the standard method of least-squares fitting from experimental energy levels by means of the Cowan computer code. Also, in order to test the matrix elements used in our calculations, we present calculated values of 70 transition probabilities of Mg III spectral lines and 14 calculated values of radiative lifetimes of Mg III levels. There is good agreement between our calculations and experimental radiative lifetimes. Spectral lines of Mg III are relevant in astrophysics and also play an important role in the spectral analysis of laboratory plasma. Theoretical trends of the Stark broadening parameter versus the temperature for relevant lines are presented. No values of Stark parameters can be found in the bibliography.

Assessment at full scale of nozzle/wing geometry effects on OTW aeroacoustic characteristics. [Over The Wing STOL engine configurations

NASA Technical Reports Server (NTRS)

Groesbeck, D.; Von Glahn, U.

1979-01-01

The effects on acoustic characteristics of nozzle type and location on a wing for STOL engine over-the-wing configurations are assessed at full scale on the basis of model-scale data. Three types of nozzle configurations are evaluated: a circular nozzle with external deflector mounted above the wing, a slot nozzle with external deflector mounted on the wing and a slot nozzle mounted on the wing. Nozzle exhaust plane locations with respect to the wing leading edge are varied from 10 to 46 percent chord (flaps retracted) with flap angles of 20 deg (take-off attitude) and 60 deg (approach attitude). Perceived noise levels (PNL) are calculated as a function of flyover distance at 152 m altitude. From these plots, static EPNL values, defined as flyover relative noise levels, are calculated and plotted as a function of lift and thrust ratios. From such plots the acoustic benefits attributable to variations in nozzle/deflector/wing geometry at full scale are assessed for equal aerodynamic performance.

Elements of the Wing Section Theory and of the Wing Theory

NASA Technical Reports Server (NTRS)

Munk, Max M

1925-01-01

This report contains those results of the theory of wings and of wing sections which are of immediate practical value. They are proved and demonstrated by the use of the simple conceptions of "kinetic energy" and "momentum" only, familiar to every engineer; and not by introducing "isogonal transformations" and "vortices," which latter mathematical methods are not essential to the theory and better are used only in papers intended for mathematicians and special experts.

Steady-State Solution of a Flexible Wing

NASA Technical Reports Server (NTRS)

Karkehabadi, Reza; Chandra, Suresh; Krishnamurthy, Ramesh

1997-01-01

A fluid-structure interaction code, ENSAERO, has been used to compute the aerodynamic loads on a swept-tapered wing. The code has the capability of using Euler or Navier-Stokes equations. Both options have been used and compared in the present paper. In the calculation of the steady-state solution, we are interested in knowing how the flexibility of the wing influences the lift coefficients. If the results of a flexible wing are not affected by the flexibility of the wing significantly, one could consider the wing to be rigid and reduce the problem from fluid-structure interaction to a fluid problem.

Embedded Wing Propulsion Conceptual Study

NASA Technical Reports Server (NTRS)

Kim, Hyun D.; Saunders, John D.

2003-01-01

As a part of distributed propulsion work under NASA's Revolutionary Aeropropulsion Concepts or RAC project, a new propulsion-airframe integrated vehicle concept called Embedded Wing Propulsion (EWP) is developed and examined through system and computational fluid dynamics (CFD) studies. The idea behind the concept is to fully integrate a propulsion system within a wing structure so that the aircraft takes full benefits of coupling of wing aerodynamics and the propulsion thrust stream. The objective of this study is to assess the feasibility of the EWP concept applied to large transport aircraft such as the Blended-Wing-Body aircraft. In this paper, some of early analysis and current status of the study are presented. In addition, other current activities of distributed propulsion under the RAC project are briefly discussed.

X-Wing Research Vehicle in Hangar

NASA Technical Reports Server (NTRS)

1987-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon

Age determination of the glassy-winged sharpshooter, Homalodisca vitripennis, using wing pigmentation.

PubMed

Timmons, Chris; Hassell, Aaron; Lauziere, Isabelle; Bextine, Blake

2011-01-01

A red pigment is contained in the wing veins of the glassy-winged sharpshooter, Homalodisca vitripennis (Hemiptera: Cicadellidae). This insect is the main vector of the plant-pathogenic bacterium Xylella fastidiosa Wells (Xanthomonadales: Xanthomonadaceae), the causal agent of Pierce's disease of grapevines. Over the course of the H. vitripennis lifespan, the red pigment darkens and eventually becomes brown/black in color. These pigments are believed to be pheomelanin and eumelanin, respectively. The age of H. vitripennis can be determined by calculating the amount of red pigment found in the wings by analyzing high resolution wing photographs with image analysis software. In this study, a standard curve for the age determination of H. vitripennis was developed using laboratory-reared insects of known ages varying from 1 to 60 days. The impact of three environmental conditions on these readings was also investigated and found to have little effect on the age determination, and could be easily accounted for. Finally, field collected insects from several Central Texas vineyards were successfully analyzed for age determination suggesting that the annually reported influx of H. vitripennis was composed almost entirely of older insects.

Application of the joined wing to tiltrotor aircraft

NASA Technical Reports Server (NTRS)

Wolkovitch, Julian; Wainfan, Barnaby; Ben-Harush, Yitzhak; Johnson, Wayne

1989-01-01

A study was made to determine the potential speed improvements and other benefits resulting from the application of the joined wing concept to tiltrotor aircraft. Using the XV-15 as a baseline, the effect of replacing the cantilever wing by a joined-wing pair was studied. The baseline XV-15 cantilever wing has a thickness/chord ratio of 23 percent. It was found that this wing could be replaced by a joined-wing pair of the same span and total area employing airfoils of 12 percent thickness/chord ratio. The joined wing meets the same static strength requirements as the cantilever wing, but increases the limiting Mach Number of the aircraft from M=0.575 to M=0.75, equivalent to an increase of over 100 knots in maximum speed. The joined wing configuration studied is lighter than the cantilever and has approximately 11 percent less wing drag in cruise. Its flutter speed of 245 knots EAS is not high enough to allow the potential Mach number improvement to be attained at low altitude. The flutter speed can be raised either by employing rotors which can be stopped and folded in flight at speeds below 245 knots EAS, or by modifying the airframe to reduce adverse coupling with the rotor dynamics. Several modifications of wing geometry and nacelle mass distribution were investigated, but none produced a flutter speed above 260 knots EAS. It was concluded that additional research is required to achieve a more complete understanding of the mechanism of rotor/wing coupling.

Effect of radius of gyration on a wing rotating at low Reynolds number: A computational study

NASA Astrophysics Data System (ADS)

Tudball Smith, Daniel; Rockwell, Donald; Sheridan, John; Thompson, Mark

2017-06-01

This computational study analyzes the effect of variation of the radius of gyration (rg), expressed as the Rossby number Ro=rg/C , with C the chord, on the aerodynamics of a rotating wing at a Reynolds number of 1400. The wing is represented as an aspect-ratio-unity rectangular flat plate aligned at 45 ∘ . This plate is accelerated near impulsively to a constant rotational velocity and the flow is allowed to develop. Flow structures are analyzed and force coefficients evaluated. Trends in velocity field degradation with increasing Ro are consistent with previous experimental studies. At low Ro the flow structure generated initially is mostly retained with a strong laminar leading-edge vortex (LEV) and tip vortex (TV). As both Ro and travel distance increase, the flow structure degrades such that at high Ro it begins to resemble that of a translating wing. Additionally, the present study has shown the following. (i) At low Ro the LEV and TV structure is laminar and steady; as Ro increases this structure breaks down, and the location at which it breaks down shifts closer to the wing root. (ii) For moderate Ro of 1.4 and higher, the LEV is no longer steady but enters a shedding regime fed by the leading-edge shear layer. (iii) At the lowest Ro of 0.7 the lift force rises during start-up and then stabilizes, consistent with the flow structure being retained, while for higher Ro a force peak occurs after the initial acceleration is complete, followed by a reduction in lift which appears to correspond to shedding of excess leading-edge vorticity generated during start-up. (iv) All rotating wings produced greater lift than a translating wing, this increase varied from ˜65 % at the lowest Ro=0.7 down to ˜5 % for the highest Ro examined of 9.1.

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

PubMed Central

Ribak, Gal

2017-01-01

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

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

PubMed

Meresman, Yonatan; Ribak, Gal

2017-10-01

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

Design and aerodynamic characteristics of a span morphing wing

NASA Astrophysics Data System (ADS)

Yu, Yuemin; Liu, Yanju; Leng, Jinsong

2009-03-01

Flight vehicles are often designed to function around a primary operating point such as an efficient cruise or a high maneuverability mode. Performance and efficiency deteriorate rapidly as the airplane moves towards other portions of the flight envelope. One solution to this quandary is to radically change the shape of the aircraft. This yields both improved efficiency and a larger flight envelope. This global shape change is an example of morphing aircraft . One concept of morphing is the span morphing wing in which the wingspan is varied to accommodate multiple flight regimes. This type of design allows for at least two discreet modes of the aircraft. The original configuration, in which the extensible portion of the wing is fully retracted, yields a high speed dash mode. Fully extending the wing provides the aircraft with a low speed mode tailored for fine tracking and loiter tasks. This paper discusses the design of a span morphing wing that permits a change in the aspect ratio while simultaneously supporting structural wing loads. The wing cross section is maintained by NACA 4412 rib sections . The span morphing wing was investigated in different configurations. The wing area and the aspect ratio of the span morphing wing increase as the wings pan increases. Computational aerodynamics are used to estimate the performance and dynamic characteristics of each wing shape of this span morphing wing as its wingspan is changed. Results show that in order to obtain the same lift, the conventional wing requires a larger angle of attach(AOA) than that of the span morphing wing.The lift of the span morphing wing increases as the wing span ,Mach number and AOA increases.

Nanostructured Antireflective and Thermoisolative Cicada Wings.

PubMed

Morikawa, Junko; Ryu, Meguya; Seniutinas, Gediminas; Balčytis, Armandas; Maximova, Ksenia; Wang, Xuewen; Zamengo, Massimiliano; Ivanova, Elena P; Juodkazis, Saulius

2016-05-10

Inter-related mechanical, thermal, and optical macroscopic properties of biomaterials are defined at the nanoscale by their constituent structures and patterns, which underpin complex functions of an entire bio-object. Here, the temperature diffusivity of a cicada (Cyclochila australasiae) wing with nanotextured surfaces was measured using two complementary techniques: a direct contact method and IR imaging. The 4-6-μm-thick wing section was shown to have a thermal diffusivity of α⊥ = (0.71 ± 0.15) × 10(-7) m(2)/s, as measured by the contact temperature wave method along the thickness of the wing; it corresponds to the inherent thermal property of the cuticle. The in-plane thermal diffusivity value of the wing was determined by IR imaging and was considerably larger at α∥ = (3.6 ± 0.2) × 10(-7) m(2)/s as a result of heat transport via air. Optical properties of wings covered with nanospikes were numerically simulated using an accurate 3D model of the wing pattern and showed that light is concentrated between spikes where intensity is enhanced by up to 3- to 4-fold. The closely packed pattern of nanospikes reduces the reflectivity of the wing throughout the visible light spectrum and over a wide range of incident angles, hence acting as an antireflection coating.

Design of a hydraulically-driven bionic folding wing.

PubMed

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

2018-06-01

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

Quantifying the dynamic wing morphing of hovering hummingbird

PubMed Central

Nakata, Toshiyuki; Kitamura, Ikuo; Tanaka, Hiroto

2017-01-01

Animal wings are lightweight and flexible; hence, during flapping flight their shapes change. It has been known that such dynamic wing morphing reduces aerodynamic cost in insects, but the consequences in vertebrate flyers, particularly birds, are not well understood. We have developed a method to reconstruct a three-dimensional wing model of a bird from the wing outline and the feather shafts (rachides). The morphological and kinematic parameters can be obtained using the wing model, and the numerical or mechanical simulations may also be carried out. To test the effectiveness of the method, we recorded the hovering flight of a hummingbird (Amazilia amazilia) using high-speed cameras and reconstructed the right wing. The wing shape varied substantially within a stroke cycle. Specifically, the maximum and minimum wing areas differed by 18%, presumably due to feather sliding; the wing was bent near the wrist joint, towards the upward direction and opposite to the stroke direction; positive upward camber and the ‘washout’ twist (monotonic decrease in the angle of incidence from the proximal to distal wing) were observed during both half-strokes; the spanwise distribution of the twist was uniform during downstroke, but an abrupt increase near the wrist joint was found during upstroke. PMID:28989736

Results of Detailed Modeling of the Narrow-Line Region of Seyfert Galaxies

NASA Technical Reports Server (NTRS)

Moore, David; Cohen, Ross D.

1996-01-01

We present model line profiles of [O II] lambda3727, [Ne III] lambda3869, [O I] lambda5007, [Fe VII] lambda6087, [Fe X] lambda6374, [O I] lambda6300, H(alpha) lambda6563, and [S 2] lambda6731. The profiles presented here illustrate explicitly the pronounced effects that collisional de-excitation, and that spatial variations in both the ionization parameter and cloud column density, have on Narrow-Line Region (NLR) model profiles. The above effects were included only qualitatively in a previous analytical treatment by Moore and Cohen. By making a direct correspondence between these model profiles and the analytical model profiles of Moore and Cohen, and by comparing with the observed profiles presented in a companion paper and also with those presented elsewhere in the literature, we strengthen some of the conclusions of Moore and Cohen. Most notably, we argue for constant ionization parameter, uniformly accelerated outflow of clouds that are individually stratified in ionization, and the interpretation of emission-line width correlations with ionization potential as a column density effect. For comparison with previous observational studies, such as our own in a companion paper, we also calculate profile parameters for some of the models, and we present and discuss the resulting line width correlations with critical density (n(sub cr)) and Ionization Potential (IP). Because the models we favor are those that produce extended profile wings as observed in high spectral resolution studies, the line width correlations of our favoured models are of particular interest. Line width correlations with n(sub cr) and/or IP result only if the width parameter is more sensitive to extended profile wings than is the Full Width at Half-Maximum (FWHM). Correlations between FWHM and n(sub cr) and/or IP result only after convolving the model profiles with a broad instrumental profile that simulates the lower spectral resolution used in early observational studies. The model in

Grid generation by elliptic partial differential equations for a tri-element Augmentor-Wing airfoil

NASA Technical Reports Server (NTRS)

Sorenson, R. L.

1982-01-01

Two efforts to numerically simulate the flow about the Augmentor-Wing airfoil in the cruise configuration using the GRAPE elliptic partial differential equation grid generator algorithm are discussed. The Augmentor-Wing consists of a main airfoil with a slotted trailing edge for blowing and two smaller airfoils shrouding the blowing jet. The airfoil and the algorithm are described, and the application of GRAPE to an unsteady viscous flow simulation and a transonic full-potential approach is considered. The procedure involves dividing a complicated flow region into an arbitrary number of zones and ensuring continuity of grid lines, their slopes, and their point distributions across the zonal boundaries. The method for distributing the body-surface grid points is discussed.

Nebular line emission from z > 7 galaxies in a cosmological simulation: rest-frame UV to optical lines

NASA Astrophysics Data System (ADS)

Shimizu, Ikkoh; Inoue, Akio K.; Okamoto, Takashi; Yoshida, Naoki

2016-10-01

We have performed very large and high-resolution cosmological hydrodynamic simulations in order to investigate detectability of nebular lines in the rest-frame ultraviolet (UV) to optical wavelength range from galaxies at z > 7. We find that the expected line fluxes are very well correlated with the apparent UV magnitudes. The C IV 1549 Å and C III] 1909 Å lines of galaxies brighter than 26 AB magnitudes are detectable with current facilities such as the Very Large Telescope (VLT) XShooter and the Keck Multi-Object Spectrometer for Infra-Red Exploration (MOSFIRE). Metal lines such as C IV 1549 Å, C III] 1909 Å, [O II] 3727 Å and [O III] 4959/5007 Å are good targets for spectroscopic observation with the Thirty-Metre Telescope (TMT), European Extremely Large Telescope (E-ELT), Giant Magellan Telescope (GMT) and James Webb Space Telescope (JWST). We also expect Hα and Hβ lines to be detectable with these telescopes. Additionally, we predict the detectability of nebular lines for z > 10 galaxies, which will be found with JWST, the Wide-Field Infrared Survey Telescope (WFIRST) and First Light And Reionization Explorer (FLARE) (11 ≤ z ≤ 15). We conclude that the C IV 1549 Å, C III] 1909 Å, [O III] 4959/5007 Å and Hβ lines from even z ˜15 galaxies could be strong targets for TMT, E-ELT and JWST. We also find that magnification by gravitational lensing is of great help in detecting such high-z galaxies. According to our model, the C III] 1909 Å line in z > 9 galaxy candidates is detectable even using current facilities.

Supersonic wing and wing-body shape optimization using an adjoint formulation

NASA Technical Reports Server (NTRS)

Reuther, James; Jameson, Antony

1995-01-01

This paper describes the implementation of optimization techniques based on control theory for wing and wing-body design of supersonic configurations. The work represents an extension of our earlier research in which control theory is used to devise a design procedure that significantly reduces the computational cost by employing an adjoint equation. In previous studies it was shown that control theory could be used toeviseransonic design methods for airfoils and wings in which the shape and the surrounding body-fitted mesh are both generated analytically, and the control is the mapping function. The method has also been implemented for both transonic potential flows and transonic flows governed by the Euler equations using an alternative formulation which employs numerically generated grids, so that it can treat more general configurations. Here results are presented for three-dimensional design cases subject to supersonic flows governed by the Euler equation.

Biomechanics of smart wings in a bat robot: morphing wings using SMA actuators.

PubMed

Colorado, J; Barrientos, A; Rossi, C; Bahlman, J W; Breuer, K S

2012-09-01

This paper presents the design of a bat-like micro aerial vehicle with actuated morphing wings. NiTi shape memory alloys (SMAs) acting as artificial biceps and triceps muscles are used for mimicking the morphing wing mechanism of the bat flight apparatus. Our objective is twofold. Firstly, we have implemented a control architecture that allows an accurate and fast SMA actuation. This control makes use of the electrical resistance measurements of SMAs to adjust morphing wing motions. Secondly, the feasibility of using SMA actuation technology is evaluated for the application at hand. To this purpose, experiments are conducted to analyze the control performance in terms of nominal and overloaded operation modes of the SMAs. This analysis includes: (i) inertial forces regarding the stretchable wing membrane and aerodynamic loads, and (ii) uncertainties due to impact of airflow conditions over the resistance-motion relationship of SMAs. With the proposed control, morphing actuation speed can be increased up to 2.5 Hz, being sufficient to generate lift forces at a cruising speed of 5 m s(-1).

Three new chondrosarcoma cell lines: one grade III conventional central chondrosarcoma and two dedifferentiated chondrosarcomas of bone

PubMed Central

2012-01-01

Background Chondrosarcoma is the second most common primary sarcoma of bone. High-grade conventional chondrosarcoma and dedifferentiated chondrosarcoma have a poor outcome. In pre-clinical research aiming at the identification of novel treatment targets, the need for representative cell lines and model systems is high, but availability is scarce. Methods We developed and characterized three cell lines, derived from conventional grade III chondrosarcoma (L835), and dedifferentiated chondrosarcoma (L2975 and L3252) of bone. Proliferation and migration were studied and we used COBRA-FISH and array-CGH for karyotyping and genotyping. Immunohistochemistry for p16 and p53 was performed as well as TP53 and IDH mutation analysis. Cells were injected into nude mice to establish their tumorigenic potential. Results We show that the three cell lines have distinct migrative properties, L2975 had the highest migration rate and showed tumorigenic potential in mice. All cell lines showed chromosomal rearrangements with complex karyotypes and genotypic aberrations were conserved throughout late passaging of the cell lines. All cell lines showed loss of CDKN2A, while TP53 was wild type for exons 5–8. L835 has an IDH1 R132C mutation, L2975 an IDH2 R172W mutation and L3252 is IDH wild type. Conclusions Based on the stable culturing properties of these cell lines and their genotypic profile resembling the original tumors, these cell lines should provide useful functional models to further characterize chondrosarcoma and to evaluate new treatment strategies. PMID:22928481

Contamination of the 5394 Å spectral region by telluric lines

NASA Astrophysics Data System (ADS)

Vince, I.; Vince, O.

2010-11-01

The spectral region in the vicinity of 5394 Å contains three prominent photospheric spectral lines, which can be used as a solar plasma diagnostic tool. The occurrence of telluric lines in this region is a potential source of systematic and random errors in these solar spectral lines. The goal of our investigation was to determine the telluric line contamination of this interesting spectral region. Several series of high-resolution solar spectra within an interval of about 4 Å around the 5394 Å wavelength were observed at different zenith distances of the Sun. Comparison of these spectra has permitted identification of telluric lines in this spectral interval. The observations were carried out with the horizontal solar spectrograph of the Heliophysical Observatory in Debrecen. Telluric feature blending was identified in the blue and red wings of the Fe I 5393.2 Å line, and in the local continuum of the Mn I 5394.7 Å line. The blue wing of the Fe I 5395.2 Å line is contaminated by a weak telluric feature too. The red continuum of this line has a more prominent telluric contamination. A dozen of water vapor telluric lines that determined the observed telluric features were identified in this spectral interval. The profiles of three telluric lines that have a significant influence on both the profiles of solar spectral lines and the level of local continuum were derived, and the variation of their parameters (equivalent width and central depth) with air mass were analyzed.

Wing spar stress charts and wing truss proportions

NASA Technical Reports Server (NTRS)

Warner, Edward P

1926-01-01

In order to simplify the calculation of beams continuous over three supports, a series of charts have been calculated giving the bending moments at all the critical points and the reactions at all supports for such members. Using these charts as a basis, calculations of equivalent bending moments, representing the total stresses acting in two bay-wing trusses of proportions varying over a wide range, have been determined, both with and without allowance for column effect. This leads finally to the determination of the best proportions for any particular truss or the best strut locations in any particular airplane. The ideal proportions are found to vary with the thickness of the wing section used, the aspect ratio, and the ratio of gap to chord.

Tests of Nacelle-Propeller Combinations in Various Positions with Reference to Wings VI : Wings and Nacelles with Pusher Propeller

NASA Technical Reports Server (NTRS)

Wood, Donald H; Bioletti, Carlton

1935-01-01

This report is the sixth of a series giving wind tunnel tests results on the interference drag and propulsive efficiency of nacelle-propeller-wing combinations. The present report gives the results of tests of a radial-engine nacelle with pusher propeller in 17 positions with reference to a Clark Y wing; tests of the same nacelle and propeller in three positions with reference to a thick wing; and tests of a body and pusher propeller with the thick wing, simulating the case of a propeller driven by an extension shaft from an engine within the wing. Some preliminary tests were made on pusher nacelles alone.

Kinetic-Energy Distribution of D(2p) Atoms from Analysis of the D Lyman-Alpha Line Profile

NASA Technical Reports Server (NTRS)

Ciocca, M.; Ajello, Joseph M.; Liu, Xianming; Maki, Justin

1997-01-01

The kinetic-energy distribution of D(2p) atoms resulting from electron-impact dissociation of D2 has been measured. A high-resolution vacuum ultraviolet spectrometer was employed for the first measurement of the D Lyman-alpha (D L(alpha)) emission line profiles at 20- and 100-eV excitation energies. Analysis of the deconvoluted line profile of D L(alpha) at 100 eV reveals the existence of a narrow line central peak of 29+/-2 mA full width at half maximum and a broad pedestal wing structure about 190 mA wide. The wings of the line can be used to determine the fast atom distribution. The wings of D L(alpha) arise from dissociative excitation of a series of doubly excited states that cross the Franck-Condon region between 23 and 40 eV. The fast atom distribution at 100-eV electron impact energy spans the energy range from 1 to 10 eV with a peak value near 6 eV. Slow D(2p) atoms characterized by a distribution function with peak energy near 100 meV produce the central peak profile, which is nearly independent of the impact energy. The deconvoluted line profiles of the central peak at 20 eV for dissociative excitation of D2 and H2 are fitted with an analytical function for use in calibration of space flight instrumentation equipped with a D/H absorption cell. The kinetic-energy and line profile results are compared to similar measurements for H2. The absolute cross sections for the line center (slow atoms) and wings (fast atoms) and total emission line profile were measured from threshold to 400 eV. Analytical model coefficients are given for the energy dependence of the measured slow atom cross section.

Geometric Analysis of Wing Sections

DOT National Transportation Integrated Search

1995-04-01

This paper describes a new geometric analysis procedure for wing sections. This procedure is based on the normal mode analysis for continuous functions. A set of special shape functions is introduced to represent the geometry of the wing section. The...

Elastic deformation and energy loss of flapping fly wings.

PubMed

Lehmann, Fritz-Olaf; Gorb, Stanislav; Nasir, Nazri; Schützner, Peter

2011-09-01

During flight, the wings of many insects undergo considerable shape changes in spanwise and chordwise directions. We determined the origin of spanwise wing deformation by combining measurements on segmental wing stiffness of the blowfly Calliphora vicina in the ventral and dorsal directions with numerical modelling of instantaneous aerodynamic and inertial forces within the stroke cycle using a two-dimensional unsteady blade elementary approach. We completed this approach by an experimental study on the wing's rotational axis during stroke reversal. The wing's local flexural stiffness ranges from 30 to 40 nN m(2) near the root, whereas the distal wing parts are highly compliant (0.6 to 2.2 nN m(2)). Local bending moments during wing flapping peak near the wing root at the beginning of each half stroke due to both aerodynamic and inertial forces, producing a maximum wing tip deflection of up to 46 deg. Blowfly wings store up to 2.30 μJ elastic potential energy that converts into a mean wing deformation power of 27.3 μW. This value equates to approximately 5.9 and 2.3% of the inertial and aerodynamic power requirements for flight in this animal, respectively. Wing elasticity measurements suggest that approximately 20% or 0.46 μJ of elastic potential energy cannot be recovered within each half stroke. Local strain energy increases from tip to root, matching the distribution of the wing's elastic protein resilin, whereas local strain energy density varies little in the spanwise direction. This study demonstrates a source of mechanical energy loss in fly flight owing to spanwise wing bending at the stroke reversals, even in cases in which aerodynamic power exceeds inertial power. Despite lower stiffness estimates, our findings are widely consistent with previous stiffness measurements on insect wings but highlight the relationship between local flexural stiffness, wing deformation power and energy expenditure in flapping insect wings.

Pitching effect on transonic wing stall of a blended flying wing with low aspect ratio

NASA Astrophysics Data System (ADS)

Tao, Yang; Zhao, Zhongliang; Wu, Junqiang; Fan, Zhaolin; Zhang, Yi

2018-05-01

Numerical simulation of the pitching effect on transonic wing stall of a blended flying wing with low aspect ratio was performed using improved delayed detached eddy simulation (IDDES). To capture the discontinuity caused by shock wave, a second-order upwind scheme with Roe’s flux-difference splitting is introduced into the inviscid flux. The artificial dissipation is also turned off in the region where the upwind scheme is applied. To reveal the pitching effect, the implicit approximate-factorization method with sub-iterations and second-order temporal accuracy is employed to avoid the time integration of the unsteady Navier-Stokes equations solved by finite volume method at Arbitrary Lagrange-Euler (ALE) form. The leading edge vortex (LEV) development and LEV circulation of pitch-up wings at a free-stream Mach number M = 0.9 and a Reynolds number Re = 9.6 × 106 is studied. The Q-criterion is used to capture the LEV structure from shear layer. The result shows that a shock wave/vortex interaction is responsible for the vortex breakdown which eventually causes the wing stall. The balance of the vortex strength and axial flow, and the shock strength, is examined to provide an explanation of the sensitivity of the breakdown location. Pitching motion has great influence on shock wave and shock wave/vortex interactions, which can significantly affect the vortex breakdown behavior and wing stall onset of low aspect ratio blended flying wing.

Relative f-values from interstellar absorption lines: advantages and pitfalls

NASA Astrophysics Data System (ADS)

Jenkins, Edward B.

2009-05-01

Interstellar absorption features seen in the ultraviolet and visible spectra of stars provide opportunities for comparing the strengths of different transitions out of the ground electronic states of atoms, ions and simple molecules. In principle, such measurements are straightforward since the radiative transfer is manifested as a simple exponential absorption law at any given radial velocity. Complications arise when the velocity structures of the lines are not completely resolved, or when the lines are either very strongly saturated or too weak to observe. Dynamic range limitations can compromise the comparisons of two transitions that have very different absorption f-values, but they can be mitigated if there are examples with very different column densities and transitions of intermediate strength that can help to bridge the large gap in line strengths. Attempts to unravel the effects of saturation include the use of a curve of growth when only equivalent widths are available, or the measurements of the 'apparent optical depth' when the line is mostly resolved by the instrument. Unfortunately, the application of the curve of growth for one constituent to that of another can sometimes create systematic errors, since the two may have different velocity structures. Likewise, unresolved fine velocity structures in features that have large optical depths can make the apparent optical depths misrepresent the smoothed versions of the true optical depths. One method to compare the strength of a very weak line to that of a very strong one is to measure the total absorption of the former and compare it with the strength of the damping wings of the latter. However in many circumstances, small amounts of gas at velocities well displaced from the line center can masquerade as damping wings. For this reason, it is important to check that these wings have the proper shape.

Active Dihedral Control System for a Torisionally Flexible Wing

NASA Technical Reports Server (NTRS)

Kendall, Greg T. (Inventor); Lisoski, Derek L. (Inventor); Morgan, Walter R. (Inventor); Griecci, John A. (Inventor)

2015-01-01

A span-loaded, highly flexible flying wing, having horizontal control surfaces mounted aft of the wing on extended beams to form local pitch-control devices. Each of five spanwise wing segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other wing segments, to minimize inter-segment loads. Wing dihedral is controlled by separately controlling the local pitch-control devices consisting of a control surface on a boom, such that inboard and outboard wing segment pitch changes relative to each other, and thus relative inboard and outboard lift is varied.

Active Dihedral Control System for a Torsionally Flexible Wing

NASA Technical Reports Server (NTRS)

Morgan, Walter R. (Inventor); Kendall, Greg T. (Inventor); Lisoski, Derek L. (Inventor); Griecci, John A. (Inventor)

2017-01-01

A span-loaded, highly flexible flying wing, having horizontal control surfaces mounted aft of the wing on extended beams to form local pitch-control devices. Each of five spanwise wing segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other wing segments, to minimize inter-segment loads. Wing dihedral is controlled by separately controlling the local pitch-control devices consisting of a control surface on a boom, such that inboard and outboard wing segment pitch changes relative to each other, and thus relative inboard and outboard lift is varied.

The prediction of pressure distributions on an arrow-wing configuration including the effect of camber, twist, and a wing fin

NASA Technical Reports Server (NTRS)

Bobbitt, P. J.; Manro, M. E.; Kulfan, R. M.

1980-01-01

Wind tunnel tests of an arrow wing body configuration consisting of flat, twisted, and cambered twisted wings were conducted at Mach numbers from 0.40 to 2.50 to provide an experimental data base for comparison with theoretical methods. A variety of leading and trailing edge control surface deflections were included in these tests, and in addition, the cambered twisted wing was tested with an outboard vertical fin to determine its effect on wing and control surface loads. Theory experiment comparisons show that current state of the art linear and nonlinear attached flow methods were adequate at small angles of attack typical of cruise conditions. The incremental effects of outboard fin, wing twist, and wing camber are most accurately predicted by the advanced panel method PANAIR. Results of the advanced panel separated flow method, obtained with an early version of the program, show promise that accurate detailed pressure predictions may soon be possible for an aeroelasticity deformed wing at high angles of attack.

KC-135 wing and winglet flight pressure distributions, loads, and wing deflection results with some wind tunnel comparisons

NASA Technical Reports Server (NTRS)

Montoya, L. C.; Jacobs, P.; Flechner, S.; Sims, R.

1982-01-01

A full-scale winglet flight test on a KC-135 airplane with an upper winglet was conducted. Data were taken at Mach numbers from 0.70 to 0.82 at altitudes from 34,000 feet to 39,000 feet at stabilized flight conditions for wing/winglet configurations of basic wing tip, 15/-4 deg, 15/-2 deg, and 0/-4 deg winglet cant/incidence. An analysis of selected pressure distribution and data showed that with the basic wing tip, the flight and wind tunnel wing pressure distribution data showed good agreement. With winglets installed, the effects on the wing pressure distribution were mainly near the tip. Also, the flight and wind tunnel winglet pressure distributions had some significant differences primarily due to the oilcanning in flight. However, in general, the agreement was good. For the winglet cant and incidence configuration presented, the incidence had the largest effect on the winglet pressure distributions. The incremental flight wing deflection data showed that the semispan wind tunnel model did a reasonable job of simulating the aeroelastic effects at the wing tip. The flight loads data showed good agreement with predictions at the design point and also substantiated the predicted structural penalty (load increase) of the 15 deg cant/-2 deg incidence winglet configuration.

Exhaust Plume Effects on Sonic Boom for a Delta Wing and a Swept Wing-Body Model

NASA Technical Reports Server (NTRS)

Castner, Raymond; Lake, Troy

2012-01-01

Supersonic travel is not allowed over populated areas due to the disturbance caused by the sonic boom. Research has been performed on sonic boom reduction and has included the contribution of the exhaust nozzle plume. Plume effect on sonic boom has progressed from the study of isolated nozzles to a study with four exhaust plumes integrated with a wing-body vehicle. This report provides a baseline analysis of the generic wing-body vehicle to demonstrate the effect of the nozzle exhaust on the near-field pressure profile. Reductions occurred in the peak-to-peak magnitude of the pressure profile for a swept wing-body vehicle. The exhaust plumes also had a favorable effect as the nozzles were moved outward along the wing-span.

The different origins of high- and low-ionization broad emission lines revealed by gravitational microlensing in the Einstein cross

NASA Astrophysics Data System (ADS)

Braibant, L.; Hutsemékers, D.; Sluse, D.; Anguita, T.

2016-07-01

We investigate the kinematics and ionization structure of the broad emission line region of the gravitationally lensed quasar QSO2237+0305 (the Einstein cross) using differential microlensing in the high- and low-ionization broad emission lines. We combine visible and near-infrared spectra of the four images of the lensed quasar and detect a large-amplitude microlensing effect distorting the high-ionization CIV and low-ionization Hα line profiles in image A. While microlensing only magnifies the red wing of the Balmer line, it symmetrically magnifies the wings of the CIV emission line. Given that the same microlensing pattern magnifies both the high- and low-ionization broad emission line regions, these dissimilar distortions of the line profiles suggest that the high- and low-ionization regions are governed by different kinematics. Since this quasar is likely viewed at intermediate inclination, we argue that the differential magnification of the blue and red wings of Hα favors a flattened, virialized, low-ionization region whereas the symmetric microlensing effect measured in CIV can be reproduced by an emission line formed in a polar wind, without the need of fine-tuned caustic configurations. Based on observations made with the ESO-VLT, Paranal, Chile; Proposals 076.B-0197 and 076.B-0607 (PI: Courbin).

Predicting power-optimal kinematics of avian wings

PubMed Central

Parslew, Ben

2015-01-01

A theoretical model of avian flight is developed which simulates wing motion through a class of methods known as predictive simulation. This approach uses numerical optimization to predict power-optimal kinematics of avian wings in hover, cruise, climb and descent. The wing dynamics capture both aerodynamic and inertial loads. The model is used to simulate the flight of the pigeon, Columba livia, and the results are compared with previous experimental measurements. In cruise, the model unearths a vast range of kinematic modes that are capable of generating the required forces for flight. The most efficient mode uses a near-vertical stroke–plane and a flexed-wing upstroke, similar to kinematics recorded experimentally. In hover, the model predicts that the power-optimal mode uses an extended-wing upstroke, similar to hummingbirds. In flexing their wings, pigeons are predicted to consume 20% more power than if they kept their wings full extended, implying that the typical kinematics used by pigeons in hover are suboptimal. Predictions of climbing flight suggest that the most energy-efficient way to reach a given altitude is to climb as steeply as possible, subjected to the availability of power. PMID:25392398

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.

Cross Service Fixed-Wing Cost Estimation

DTIC Science & Technology

2016-05-17

TRAC-M-TR-16-021 May 2016 Cross Service Fixed-Wing Cost Estimation TRADOC Analysis Center 700 Dyer Road Monterey, California 93943-0692 This study...Service Fixed-Wing Cost Estimation MAJ Jarrod S. Shingleton TRADOC Analysis Center 700 Dyer Road Monterey, California 93943-0692 DISTRIBUTION STATEMENT...Wing Cost Estimation MAJ Jarrod Shingleton 060312 TRADOC Analysis Center, TRAC-MTRY Naval Postgraduate School 700 Dyer Road Bldg 246 Monterey, CA 93943

Topology Optimization of an Aircraft Wing

DTIC Science & Technology

2015-06-11

Fraction VWT Virtual Wind Tunnel xvi TOPOLOGY OPTIMIZATION OF AN AIRCRAFT WING I. Introduction 1.1 Background Current aircraft wing design , which...ware in order to optimize the design of individual spars and wing-box structures for large commercial aircraft . They considered a hybrid global/local...weight in an aircraft by eliminating unnecessary material. An optimized approach has the potential to streamline the design process by allowing a

Low Reynolds Number Wing Transients in Rotation and Translation

NASA Astrophysics Data System (ADS)

Jones, Anya; Schlueter, Kristy

2012-11-01

The unsteady aerodynamic forces and flow fields generated by a wing undergoing transient motions in both rotation and translation were investigated. An aspect ratio 2 flat plate wing at a 45 deg angle of attack was driven over 84 deg of rotation (3 chord-lengths of travel at 3/4 span) and 3 and 10 chord-lengths of translation in quiescent water at Reynolds numbers between 2,500 and 15,000. Flow visualization on the rotating wing revealed a leading edge vortex that lifted off of the wing surface, but remained in the vicinity of the wing for the duration of the wing stroke. A second spanwise vortex with strong axial flow was also observed. As the tip vortex grew, the leading edge vortex joined the tip vortex in a loop-like structure over the aft half of the wing. Near the leading edge, spanwise flow in the second vortex became entrained in the tip vortex near the corner of the wing. Unsteady force measurements revealed that lift coefficient increased through the constant-velocity portion of the wing stroke. Forces were compared for variations in wing acceleration and Reynolds number for both rotational and translational motions. The effect of tank blockage was investigated by repeating the experiments on multiple wings, varying the distance between the wing tip and tank wall. U.S. Air Force Research Laboratory, Summer Faculty Fellowship Program.

Constraints on the wing morphology of pterosaurs

PubMed Central

Palmer, Colin; Dyke, Gareth

2012-01-01

Animals that fly must be able to do so over a huge range of aerodynamic conditions, determined by weather, wind speed and the nature of their environment. No single parameter can be used to determine—let alone measure—optimum flight performance as it relates to wing shape. Reconstructing the wings of the extinct pterosaurs has therefore proved especially problematic: these Mesozoic flying reptiles had a soft-tissue membranous flight surface that is rarely preserved in the fossil record. Here, we review basic mechanical and aerodynamic constraints that influenced the wing shape of pterosaurs, and, building on this, present a series of theoretical modelling results. These results allow us to predict the most likely wing shapes that could have been employed by these ancient reptiles, and further show that a combination of anterior sweep and a reflexed proximal wing section provides an aerodynamically balanced and efficient theoretical pterosaur wing shape, with clear benefits for their flight stability. PMID:21957137

Wing loading in 15 species of North American owls

Treesearch

David H. Johnson

1997-01-01

Information on wing morphology is important in understanding the mechanics and energetics of flight and in aspects related to reversed sexual size dimorphism in owls. I summarized wing span, wing area, wing loading, root box, and aspect ratio calculations from the available literature and from 113 owls examined in this study. Wing loading estimates for 15 species...

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.

Experimental aeroelastic control using adaptive wing model concepts

NASA Astrophysics Data System (ADS)

Costa, Antonio P.; Moniz, Paulo A.; Suleman, Afzal

2001-06-01

The focus of this study is to evaluate the aeroelastic performance and control of adaptive wings. Ailerons and flaps have been designed and implemented into 3D wings for comparison with adaptive structures and active aerodynamic surface control methods. The adaptive structures concept, the experimental setup and the control design are presented. The wind-tunnel tests of the wing models are presented for the open- and closed-loop systems. The wind tunnel testing has allowed for quantifying the effectiveness of the piezoelectric vibration control of the wings, and also provided performance data for comparison with conventional aerodynamic control surfaces. The results indicate that a wing utilizing skins as active structural elements with embedded piezoelectric actuators can be effectively used to improve the aeroelastic response of aeronautical components. It was also observed that the control authority of adaptive wings is much greater than wings using conventional aerodynamic control surfaces.

Novel Control Effectors for Truss Braced Wing

NASA Technical Reports Server (NTRS)

White, Edward V.; Kapania, Rakesh K.; Joshi, Shiv

2015-01-01

At cruise flight conditions very high aspect ratio/low sweep truss braced wings (TBW) may be subject to design requirements that distinguish them from more highly swept cantilevered wings. High aspect ratio, short chord length and relative thinness of the airfoil sections all contribute to relatively low wing torsional stiffness. This may lead to aeroelastic issues such as aileron reversal and low flutter margins. In order to counteract these issues, high aspect ratio/low sweep wings may need to carry additional high speed control effectors to operate when outboard ailerons are in reversal and/or must carry additional structural weight to enhance torsional stiffness. The novel control effector evaluated in this study is a variable sweep raked wing tip with an aileron control surface. Forward sweep of the tip allows the aileron to align closely with the torsional axis of the wing and operate in a conventional fashion. Aft sweep of the tip creates a large moment arm from the aileron to the wing torsional axis greatly enhancing aileron reversal. The novelty comes from using this enhanced and controllable aileron reversal effect to provide roll control authority by acting as a servo tab and providing roll control through intentional twist of the wing. In this case the reduced torsional stiffness of the wing becomes an advantage to be exploited. The study results show that the novel control effector concept does provide roll control as described, but only for a restricted class of TBW aircraft configurations. For the configuration studied (long range, dual aisle, Mach 0.85 cruise) the novel control effector provides significant benefits including up to 12% reduction in fuel burn.

Computational Design and Analysis of a Transonic Natural Laminar Flow Wing for a Wind Tunnel Model

NASA Technical Reports Server (NTRS)

Lynde, Michelle N.; Campbell, Richard L.

2017-01-01

A natural laminar flow (NLF) wind tunnel model has been designed and analyzed for a wind tunnel test in the National Transonic Facility (NTF) at the NASA Langley Research Center. The NLF design method is built into the CDISC design module and uses a Navier-Stokes flow solver, a boundary layer profile solver, and stability analysis and transition prediction software. The NLF design method alters the pressure distribution to support laminar flow on the upper surface of wings with high sweep and flight Reynolds numbers. The method addresses transition due to attachment line contamination/transition, Gortler vortices, and crossflow and Tollmien-Schlichting modal instabilities. The design method is applied to the wing of the Common Research Model (CRM) at transonic flight conditions. Computational analysis predicts significant extents of laminar flow on the wing upper surface, which results in drag savings. A 5.2 percent scale semispan model of the CRM NLF wing will be built and tested in the NTF. This test will aim to validate the NLF design method, as well as characterize the laminar flow testing capabilities in the wind tunnel facility.

Improvement of the aerodynamic performance by wing flexibility and elytra–hind wing interaction of a beetle during forward flight

PubMed Central

Le, Tuyen Quang; Truong, Tien Van; Park, Soo Hyung; Quang Truong, Tri; Ko, Jin Hwan; Park, Hoon Cheol; Byun, Doyoung

2013-01-01

In this work, the aerodynamic performance of beetle wing in free-forward flight was explored by a three-dimensional computational fluid dynamics (CFDs) simulation with measured wing kinematics. It is shown from the CFD results that twist and camber variation, which represent the wing flexibility, are most important when determining the aerodynamic performance. Twisting wing significantly increased the mean lift and camber variation enhanced the mean thrust while the required power was lower than the case when neither was considered. Thus, in a comparison of the power economy among rigid, twisting and flexible models, the flexible model showed the best performance. When the positive effect of wing interaction was added to that of wing flexibility, we found that the elytron created enough lift to support its weight, and the total lift (48.4 mN) generated from the simulation exceeded the gravity force of the beetle (47.5 mN) during forward flight. PMID:23740486

X-Wing RSRA - 80 Knot Taxi Test

NASA Technical Reports Server (NTRS)

1987-01-01

The Rotor Systems Research Aircraft/X-Wing, a vehicle that was used to demonstrate an advanced rotor/fixed wing concept called X-Wing, is shown here during high-speed taxi tests at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, on 4 November 1987. During these tests, the vehicle made three taxi tests at speeds of up to 138 knots. On the third run, the RSRA/X-Wing lifted off the runway to a 25-foot height for about 16 seconds. This liftoff maneuver was pre-planned as an aid to evaluations for first flight. At the controls were NASA pilot G. Warren Hall and Sikorsky pilot W. Faull. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These

A Deep Chandra ACIS Study of NGC 4151. III. The Line Emission and Spectral Analysis of the Ionization Cone

NASA Astrophysics Data System (ADS)

Wang, Junfeng; Fabbiano, Giuseppina; Elvis, Martin; Risaliti, Guido; Karovska, Margarita; Zezas, Andreas; Mundell, Carole G.; Dumas, Gaelle; Schinnerer, Eva

2011-11-01

This paper is the third in a series in which we present deep Chandra ACIS-S imaging spectroscopy of the Seyfert 1 galaxy NGC 4151, devoted to study its complex circumnuclear X-ray emission. Emission features in the soft X-ray spectrum of the bright extended emission (L 0.3-2 keV ~ 1040 erg s-1) at r > 130 pc (2'') are consistent with blended brighter O VII, O VIII, and Ne IX lines seen in the Chandra HETGS and XMM-Newton RGS spectra below 2 keV. We construct emission line images of these features and find good morphological correlations with the narrow-line region clouds mapped in [O III] λ5007. Self-consistent photoionization models provide good descriptions of the spectra of the large-scale emission, as well as resolved structures, supporting the dominant role of nuclear photoionization, although displacement of optical and X-ray features implies a more complex medium. Collisionally ionized emission is estimated to be lsim12% of the extended emission. Presence of both low- and high-ionization spectral components and extended emission in the X-ray image perpendicular to the bicone indicates leakage of nuclear ionization, likely filtered through warm absorbers, instead of being blocked by a continuous obscuring torus. The ratios of [O III]/soft X-ray flux are approximately constant (~15) for the 1.5 kpc radius spanned by these measurements, indicating similar relative contributions from the low- and high-ionization gas phases at different radial distances from the nucleus. If the [O III] and X-ray emission arise from a single photoionized medium, this further implies an outflow with a wind-like density profile. Using spatially resolved X-ray features, we estimate that the mass outflow rate in NGC 4151 is ~2 M ⊙ yr-1 at 130 pc and the kinematic power of the ionized outflow is 1.7 × 1041 erg s-1, approximately 0.3% of the bolometric luminosity of the active nucleus in NGC 4151.

Tabulated Data From a Pressure-Distribution Investigation at Mach Number 2.01 of a 45 Deg Sweptback-Wing Airplane Model at Combined Angles of Attack and Sideslip

NASA Technical Reports Server (NTRS)

Gapcynski, John P.; Landrum, Emma Jean

1958-01-01

A pressure-distribution investigation of a wing-body combination has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel at a Mach number of 2.01. The model configuration consisted of an ogive-circular-cylinder body (fineness ratio of approximately ii) and a wing with 45 deg of sweepback at the quarter-chord line, an aspect ratio of 4, and a taper ratio of 0.2. Data were obtained on high-, mid-, and low-wing configurations and for the body and wing alone for a range of angles of attack and yaw from 0 deg to 15 deg. The tabulated pressure coefficients are presented in this report.

Aerodynamic characteristics of a high-wing transport configuration with a over-the-wing nacelle-pylon arrangement

NASA Technical Reports Server (NTRS)

Henderson, W. P.; Abeyounis, W. K.

1985-01-01

An investigation has been conducted in the Langley 16-Foot Transonic Tunnel to determine the effects on the aerodynamic characteristics of a high-wing transport configuration of installing an over-the-wing nacelle-pylon arrangement. The tests are conducted at Mach numbers from 0.70 to 0.82 and at angles of attack from -2 deg to 4 deg. The configurational variables under study include symmetrical and contoured nacelles and pylons, pylon size, and wing leading-edge extensions. The symmetrical nacelles and pylons reduce the lift coefficient, increase the drag coefficient, and cause a nose-up pitching-moment coefficient. The contoured nacelles significantly reduce the interference drag, though it is still excessive. Increasing the pylon size reduces the drag, whereas adding wing leading-edge extension does not affect the aerodynamic characteristics significantly.

14 CFR 23.201 - Wings level stall.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Wings level stall. 23.201 Section 23.201... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Stalls § 23.201 Wings level... airplane stalls. (b) The wings level stall characteristics must be demonstrated in flight as follows...

Aeroelastic tailoring and structural optimization of joined-wing configurations

NASA Astrophysics Data System (ADS)

Lee, Dong-Hwan

2002-08-01

Methodology for integrated aero-structural design was developed using formal optimization. ASTROS (Automated STRuctural Optimization System) was used as an analyzer and an optimizer for performing joined-wing weight optimization with stress, displacement, cantilever or body-freedom flutter constraints. As a pre/post processor, MATLAB was used for generating input file of ASTROS and for displaying the results of the ASTROS. The effects of the aeroelastic constraints on the isotropic and composite joined-wing weight were examined using this developed methodology. The aeroelastic features of a joined-wing aircraft were examined using both the Rayleigh-Ritz method and a finite element based aeroelastic stability and weight optimization procedure. Aircraft rigid-body modes are included to analyze of body-freedom flutter of the joined-wing aircraft. Several parametric studies were performed to determine the most important parameters that affect the aeroelastic behavior of a joined-wing aircraft. The special feature of a joined-wing aircraft is body-freedom flutter involving frequency interaction of the first elastic mode and the aircraft short period mode. In most parametric study cases, the body-freedom flutter speed was less than the cantilever flutter speed that is independent of fuselage inertia. As fuselage pitching moment of inertia was increased, the body-freedom flutter speed increased. When the pitching moment of inertia reaches a critical value, transition from body-freedom flutter to cantilever flutter occurred. The effects of composite laminate orientation on the front and rear wings of a joined-wing configuration were studied. An aircraft pitch divergence mode, which occurred because of forward movement of center of pressure due to wing deformation, was found. Body-freedom flutter and cantilever-like flutter were also found depending on combination of front and rear wing ply orientations. Optimized wing weight behaviors of the planar and non

Design of supercritical swept wings

NASA Technical Reports Server (NTRS)

Garabedian, P.; Mcfadden, G.

1982-01-01

Computational fluid dynamics are used to discuss problems inherent to transonic three-dimensional flow past supercritical swept wings. The formulation for a boundary value problem for the flow past the wing is provided, including consideration of weak shock waves and the use of parabolic coordinates. A swept wing code is developed which requires a mesh of 152 x 10 x 12 points and 200 time cycles. A formula for wave drag is calculated, based on the idea that the conservation form of the momentum equation becomes an entropy inequality measuring the drag, expressible in terms of a small-disturbance equation for a potential function in two dimensions. The entropy inequality has been incorporated in a two-dimensional code for the analysis of transonic flow over airfoils. A method of artificial viscosity is explored for optimum pressure distributions with design, and involves a free boundary problem considering speed over only a portion of the wing.

Experimental Investigation of Aerodynamics of Feather-Covered Flapping Wing.

PubMed

Yang, Wenqing; Song, Bifeng

2017-01-01

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

Experimental Investigation of Aerodynamics of Feather-Covered Flapping Wing

PubMed Central

Song, Bifeng

2017-01-01

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

The Ca II V/R ratio and mass loss. [stellar spectral emission lines

NASA Technical Reports Server (NTRS)

Stencel, R. E.

1978-01-01

High-dispersion coude spectrograms of 181 MK standards of types early F through late M, including luminosity classes Ia, Ib, II, and III, are analyzed. It is shown that the brightness ratio of the V and R self-reversed emission peaks (denoted V/R) in the center of the Ca II K line is correlated with spectral type as well as with certain other spectral-type and luminosity-sensitive parameters, including indicators of mass loss and the H-K wing emission lines. The observations indicate that V/R varies smoothly from less than unity in late K and M giants to greater than unity for G giants. This trend appears to be true for bright giants as well but not necessarily for supergiants and seems to hold for the average V/R for a given star, although short-term variations in V/R occur. It is suggested that the V/R values, which can be interpreted in terms of atmospheric motions, may indirectly relate to effects of evolutionary changes in stellar structure and that V/R among late-type stars could be useful as an indicator of both chromospheric activity and the state of stellar evolution.

Novel deployable morphing wing based on SMP composite

NASA Astrophysics Data System (ADS)

Yu, Kai; Sun, Shouhua; Liu, Liwu; Zhang, Zhen; Liu, Yanju; Leng, Jinsong

2009-07-01

In this paper, a novel kind of deployable morphing wing base on shape memory polymer (SMP) composite is designed and tested. While the deployment of the morphing wing still relies on the mechanisms to ensure the recovery force and the stability performance, the deploying process tends to be more steady and accurate by the application of SMP composite, which overcomes the inherent drawbacks of the traditional one, such as harmful impact to the flight balance, less accuracy during the deployment and complex mechanical masses. On the other hand, SMP composite is also designed as the wing's filler. During its shape recovery process, SMP composite stuffed in the wing helps to form an aerofoil for the wing and withstand the aerodynamic loads, leading to the compressed aerofoil recovering its original shape. To demonstrate the feasibility and the controllability of the designed deployable morphing wing, primary tests are also conducted, including the deploying speed of the morphing wing and SMP filler as the main testing aspects. Finally, Wing's deformation under the air loads is also analyzed by using the finite element method to validate the flight stability.

Insect Wing Displacement Measurement Using Digital Holography

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

Aguayo, Daniel D.; Mendoza Santoyo, Fernando; Torre I, Manuel H. de la

2008-04-15

Insects in flight have been studied with optical non destructive techniques with the purpose of using meaningful results in aerodynamics. With the availability of high resolution and large dynamic range CCD sensors the so called interferometric digital holographic technique was used to measure the surface displacement of in flight insect wings, such as butterflies. The wings were illuminated with a continuous wave Verdi laser at 532 nm, and observed with a CCD Pixelfly camera that acquire images at a rate of 11.5 frames per second at a resolution of 1392x1024 pixels and 12 Bit dynamic range. At this frame ratemore » digital holograms of the wings were captured and processed in the usual manner, namely, each individual hologram is Fourier processed in order to find the amplitude and phase corresponding to the digital hologram. The wings displacement is obtained when subtraction between two digital holograms is performed for two different wings position, a feature applied to all consecutive frames recorded. The result of subtracting is seen as a wrapped phase fringe pattern directly related to the wing displacement. The experimental data for different butterfly flying conditions and exposure times are shown as wire mesh plots in a movie of the wings displacement.« less

Unsteady surface pressure measurements on a slender delta wing undergoing limit cycle wing rock

NASA Technical Reports Server (NTRS)

Arena, Andrew S., Jr.; Nelson, Robert C.

1991-01-01

An experimental investigation of slender wing limit cycle motion known as wing rock was investigated using two unique experimental systems. Dynamic roll moment measurements and visualization data on the leading edge vortices were obtained using a free to roll apparatus that incorporates an airbearing spindle. In addition, both static and unsteady surface pressure data was measured on the top and bottom surfaces of the model. To obtain the unsteady surface pressure data a new computer controller drive system was developed to accurately reproduce the free to roll time history motions. The data from these experiments include, roll angle time histories, vortex trajectory data on the position of the vortices relative to the model's surface, and surface pressure measurements as a function of roll angle when the model is stationary or undergoing a wing rock motion. The roll time history data was numerically differentiated to determine the dynamic roll moment coefficient. An analysis of these data revealed that the primary mechanism for the limit cycle behavior was a time lag in the position of the vortices normal to the wing surface.

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2013 CFR

2013-01-01

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

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2011 CFR

2011-01-01

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

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2012 CFR

2012-01-01

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

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2014 CFR

2014-01-01

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

14 CFR 23.697 - Wing flap controls.

Code of Federal Regulations, 2010 CFR

2010-01-01

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

Reynolds number scalability of bristled wings performing clap and fling

NASA Astrophysics Data System (ADS)

Jacob, Skyler; Kasoju, Vishwa; Santhanakrishnan, Arvind

2017-11-01

Tiny flying insects such as thrips show a distinctive physical adaptation in the use of bristled wings. Thrips use wing-wing interaction kinematics for flapping, in which a pair of wings clap together at the end of upstroke and fling apart at the beginning of downstroke. Previous studies have shown that the use of bristled wings can reduce the forces needed for clap and fling at Reynolds number (Re) on the order of 10. This study examines if the fluid dynamic advantages of using bristled wings also extend to higher Re on the order of 100. A robotic clap and fling platform was used for this study, in which a pair of physical wing models were programmed to execute clap and fling kinematics. Force measurements were conducted on solid (non-bristled) and bristled wing pairs. The results show lift and drag forces were both lower for bristled wings when compared to solid wings for Re ranging from 1-10, effectively increasing peak lift to peak drag ratio of bristled wings. However, peak lift to peak drag ratio was lower for bristled wings at Re =120 as compared to solid wings, suggesting that bristled wings may be uniquely advantageous for Re on the orders of 1-10. Flow structures visualized using particle image velocimetry (PIV) and their impact on force production will be presented.

Flow field of flexible flapping wings

NASA Astrophysics Data System (ADS)

Sallstrom, Erik

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

Wing rock suppression using forebody vortex control

NASA Technical Reports Server (NTRS)

Ng, T. T.; Ong, L. Y.; Suarez, C. J.; Malcolm, G. N.

1991-01-01

Static and free-to-roll tests were conducted in a water tunnel with a configuration that consisted of a highly-slender forebody and 78-deg sweep delta wings. Flow visualization was performed and the roll angle histories were obtained. The fluid mechanisms governing the wing rock of this configuration were identified. Different means of suppressing wing rock by controlling the forebody vortices using small blowing jets were also explored. Steady blowing was found to be capable of suppressing wing rock, but significant vortex asymmetries had to be induced at the same time. On the other hand, alternating pulsed blowing on the left and right sides of the forebody was demonstrated to be potentially an effective means of suppressing wing rock and eliminating large asymmetric moments at high angles of attack.

Flexibility increases lift on passive fluttering wings

NASA Astrophysics Data System (ADS)

Tam, Daniel; Bush, John

2013-11-01

We examine the influence of flexibility on the side-to-side fluttering motion of passive wings settling under the influence of gravity. This effect is examined through an experimental investigation of deformable rectangular wings falling in a water tank. Our results demonstrate the existence of an optimal flexibility, for which flexible wings remain flying twice longer and hence settle twice slower compared to rigid wings of identical mass and geometry. Flow visualizations and measurements provide key insight to elucidate the role of flexibility in generating increased lift and wing circulation by shedding additional vorticity at the turning point. Theoretical scalings are derived from a reduced model of the flight dynamics in qualitative and quantitative agreement with experiments. These scalings rationalize the strong positive correlation between flexibility and time of flight.

Women in India with Gestational Diabetes Mellitus Strategy (WINGS): Methodology and development of model of care for gestational diabetes mellitus (WINGS 4)

PubMed Central

Kayal, Arivudainambi; Mohan, Viswanathan; Malanda, Belma; Anjana, Ranjit Mohan; Bhavadharini, Balaji; Mahalakshmi, Manni Mohanraj; Maheswari, Kumar; Uma, Ram; Unnikrishnan, Ranjit; Kalaiyarasi, Gunasekaran; Ninov, Lyudmil; Belton, Anne

2016-01-01

Aim: The Women In India with GDM Strategy (WINGS) project was conducted with the aim of developing a model of care (MOC) suitable for women with gestational diabetes mellitus (GDM) in low- and middle-income countries. Methodology: The WINGS project was carried out in Chennai, Southern India, in two phases. In Phase I, a situational analysis was conducted to understand the practice patterns of health-care professionals and to determine the best screening criteria through a pilot screening study. Results: Phase II involved developing a MOC-based on findings from the situational analysis and evaluating its effectiveness. The model focused on diagnosis, management, and follow-up of women with GDM who were followed prospectively throughout their pregnancy. An educational booklet was provided to all women with GDM, offering guidance on self-management of GDM including sample meal plans and physical activity tips. A pedometer was provided to all women to monitor step count. Medical nutrition therapy (MNT) was the first line of treatment given to women with GDM. Women were advised to undergo fasting blood glucose and postprandial blood glucose testing every fortnight. Insulin was indicated when the target blood glucose levels were not achieved with MNT. Women were evaluated for pregnancy outcomes and postpartum glucose tolerance status. Conclusions: The WINGS MOC offers a comprehensive package at every level of care for women with GDM. If successful, this MOC will be scaled up to other resource-constrained settings with the hope of improving lives of women with GDM. PMID:27730085

Line Narrowing Parameter Measurement by Modulation Spectroscopy

NASA Technical Reports Server (NTRS)

Dharamsi, Amin N.

1998-01-01

Accurate Characterization of Oxygen A-Band Line Parameters by Wavelength Modulation Spectroscopy with tunable diode lasers is an ongoing research at Old Dominion University, under sponsorship from NASA Langley research Center. The work proposed here will be undertaken under the guidance of Dr. William Chu and Dr. Lamont Poole of the Aerosol Research Branch at NASA Langley-Research Center in Hampton, Virginia. The research was started about two years ago and utilizes wavelength modulation absorption spectroscopy with higher harmonic detection, a technique that we developed at Old Dominion University, to obtain the absorption line characteristics of the Oxygen A-band rovibronic lines. Accurate characterization of this absorption band is needed for processing of data that will be obtained in experiments such as the NASA Stratospheric Aerosol and Gas Experiment III (SAGE III) as part of the US Mission to Planet Earth. The research work for Summer Fellowship undertook a measurement of the Dicke line-narrowing parameters of the Oxygen A-Band lines by using wavelength modulation spectroscopy. Our previous theoretical results had indicated that such a measurement could be done sensitively and in a convenient fashion by using this type of spectroscopy. In particular, theoretical results had indicated that the signal magnitude would depend on pressure in a manner that was very sensitive to the narrowing parameter. One of the major tasks undertaken during the summer of 1998 was to establish experimentally that these theoretical predictions were correct. This was done successfully and the results of the work are being prepared for publication. Experimental Results were obtained in which the magnitude of the signal was measured as a function of pressure, for various harmonic detection orders (N = 1, 2, 3, 4, 5). A comparison with theoretical results was made, and it was shown that the agreement between theory and experiment was very good. More importantly, however, it was shown

Investigation of the Characteristics of a High-Aspect-Ratio Wing in the Langley 8-Foot High-Speed Tunnel

NASA Technical Reports Server (NTRS)

Whitcomb, Richard T.

1940-01-01

An investigation of the characteristics of a wing with an aspect ratio of 9.0 and an NACA 65-210 airfoil section has been made at Mach number up to 0.925. The wing tested has a taper ratio of 2.5:1.0, no twist, dihedral, or sweepback, and 20-percent - chord 37.5-percent-semispan plain ailerons. The results showed that serious changes in the normal-force characteristics occurred when the Mach number was increased above 0.74 at angles of attack between 4 deg. and 10 deg. and above 0.80 at 0 deg. angle of attack.Because of small outboard shifts in the lateral center of load, the bending moment at the root for conditions corresponding to a 3g pull-out at an altitude of 35,000 feet increased by approximately 5% when the Much number was increased beyond 0.83 the negative pitching moments for the high angles of attack increased, whereas those for the low angles of attack decreased with a resulting large increase in the negative slope of the pitching-moment curves. A large increase occurred in the values of the drag coefficients for the range of lift coefficients needed for level flight at an altitude of 35,000 feet when the Mach number was increased beyond a value of 0.80. The wakes at a station 2.82 root chords behind the wing quarter-chord line extended approximately a chord above the wing chord line for the angles of attack required to recover from high-speed dives at high Mach numbers.

Variable Geometry Aircraft Wing Supported by Struts And/Or Trusses

NASA Technical Reports Server (NTRS)

Melton, John E. (Inventor); Dudley, Michael R. (Inventor)

2016-01-01

The present invention provides an aircraft having variable airframe geometry for accommodating efficient flight. The aircraft includes an elongated fuselage, an oblique wing pivotally connected with said fuselage, a wing pivoting mechanism connected with said oblique wing and said fuselage, and a brace operably connected between said oblique wing and said fuselage. The present invention also provides an aircraft having an elongated fuselage, an oblique wing pivotally connected with said fuselage, a wing pivoting mechanism connected with said oblique wing and said fuselage, a propulsion system pivotally connected with said oblique wing, and a brace operably connected between said propulsion system and said fuselage.

Final design and fabrication of an active control system for flutter suppression on a supercritical aeroelastic research wing

NASA Technical Reports Server (NTRS)

Hodges, G. E.; Mcgehee, C. R.

1981-01-01

The final design and hardware fabrication was completed for an active control system capable of the required flutter suppression, compatible with and ready for installation in the NASA aeroelastic research wing number 1 (ARW-1) on Firebee II drone flight test vehicle. The flutter suppression system uses vertical acceleration at win buttock line 1.930 (76), with fuselage vertical and roll accelerations subtracted out, to drive wing outboard aileron control surfaces through appropriate symmetric and antisymmetric shaping filters. The goal of providing an increase of 20 percent above the unaugmented vehicle flutter velocity but below the maximum operating condition at Mach 0.98 is exceeded by the final flutter suppression system. Results indicate that the flutter suppression system mechanical and electronic components are ready for installation on the DAST ARW-1 wing and BQM-34E/F drone fuselage.

An Extreme, Blueshifted Iron Line in the Narrow Line Seyfert 1 PG 1402+261

NASA Technical Reports Server (NTRS)

Reeves, J. N.; Porquet, D.; Turner, T. J.

2004-01-01

We report on a short, XMM-Newton observation of the radio-quiet Narrow Line Seyfert 1 PG 1402+261. The EPIC X-ray spectrum of PG 1402+261 shows a strong excess of counts between 6 - 9 keV in the rest frame. This feature can be modeled by an unusually strong (equivalent width 2 keV) and very broad energy at 7.3 keV appears blue-shifted with respect to the iron Kalpha emission band between 6.4 - 6.97 keV, whilst the blue-wing of the line extends to 9 keV in the quasar rest frame. The line profile can be fitted by reflection from the inner accretion disk, but an inclination angle of greater than 60 degrees is required to model the extreme blue-wing of the line. Furthermore the extreme strength of the line requires a geometry whereby the hard X-ray emission from PG1402+261 above 2 keV is dominated by the pure-reflection component from the disk, whilst little or none of the direct hard power-law is observed. Alternatively the spectrum above 2 keV may instead be explained by an ionized absorber, if the column density is sufficiently high (NH greater than 3 x 10(exp 23) per square centimeter) and if the matter is ionized enough to produce a deep (tau approximately equal to 1) iron K-shell absorption edge at 9 keV. This absorber could originate in a large column density, high velocity outflow, perhaps similar to those which appear to be observed in several other high accretion rate AGN. Further observations, especially at higher spectral resolution, are required to distinguish between the accretion disk reflection or outflow scenarios.

The hind wing of the desert locust (Schistocerca gregaria Forskål). III. A finite element analysis of a deployable structure.

PubMed

Herbert, R C; Young, P G; Smith, C W; Wootton, R J; Evans, K E

2000-10-01

Finite element analysis is used to model the automatic cambering of the locust hind wing during promotion: the umbrella effect. It was found that the model required a high degree of sophistication before replicating the deformations found in vivo. The model has been validated using experimental data and the deformations recorded both in vivo and ex vivo. It predicts that even slight modifications to the geometrical description used can lead to significant changes in the deformations observed in the anal fan. The model agrees with experimental data and produces deformations very close to those seen in free-flying locusts. The validated model may be used to investigate the varying geometries found in orthopteran anal fans and the stresses found throughout the wing when loaded.

Leveraging Multi-Fidelity Models for Flexible Wing Systems